slow ride

Just curious, what did the diff and trans cost? PM is fine

Turbo-Geist

Thanks, Bret. I had the crank magnafluxed and they found one of the welds cracked on the reluctor, so they went ahead and re-welded everything. They mentioned going with a billet one, but I think this one should work out fine.

I think this is the one that I bought:
http://forums.corvetteforum.com/c5-p...0-00-sold.html

I don't remember what the price ended up being with shipping due to this being over a year ago. I sold the diff and DTE brace to offset the cost and also still need to sell the MN6 trans. In the thread, someone mentioned it cost them around $4,000 to fix their stock trans and diff and it still wasn't equal in strength to what these setups can handle.

slow ride

I see, I ended up with a c6z 07' t56/diff setup and was just curious. I know my t56 is a gamble, but with the coolers working I am hoping for the best and I was going after the diff for the most part. I just put 20 miles on the car give or take and everything is working well, wow it's been a long time. I was lucky and sold my RPM c5 stuff (t56/3.90) for about a even wash with the new/used stuff.

5 Liter Eater

http://imgur.com/r/thesimpsons/FSDFTay

user_name

Turbo-Geist

I need some fertilizer from the farm to speed things up.

How is your build going?

Pekka_Perkeles

Mild, mild, mild.

Please, please use mild.

It will be so nice.

Don't spoil it with too much cam.

Just my opinion.

Turbo-Geist

Looking for something more like this? Still a few items left to decide on,

Engine:
LS2 block with Darton ductile iron sleeves by R.E.D.
4.125" bore x 4.000" stroke
Lunati Signature Series crankshaft
Wiseco pistons/GFX rings
Lunati Pro Series rods
Pat G/EPS/CamMotion custom camshaft
GM LS7 heads prepped by WCCH
Titanium intake and Inconel exhaust valves
BT Platinum spring kit with Ti retainers
LS7 Intake and 90mm throttle body


Cooling:
DeWitts radiator
Spal dual fans
Modified ducting


Fuel System:
Racetronix 255 in-tank pump
ECS fuel ring
MagnaFuel 4303 external pump
Aeromotive rails
Injector Dynamics 1000cc injectors


Drivetrain:
Mcleod RXT clutch kit
Aluminum flywheel
DSS carbon fiber driveshaft
ECS brace
09 Z06 TR6060 Trans and Diff


Turbo System:
TTiX twin turbo system
Precision billet 62/65 turbos
3” Champion down pipes
Snow methanol injection (Dual nozzles and upgraded pump)
Boost Leash gear based boost bontroller


Exhaust:
ZR1 3" X-pipe
C6 Z06 3" over axle pipes
Custom built mufflers


Suspension:
LG GT2 coilovers


Tires/Wheels:
Street: Fikse FM5 with 18" drag radial
Track: 17" Hoosier 28x10.5 slick

There's a basic rundown, but a few things may have to change.

Turbo-Geist

Ah yes, the cam. I believe I contacted multiple companies and received many different recommendations. I had an email chain going with a few friends that lasted for over a month. In the end, I think the cam that was decided upon should work out well.

I appreciate your opinion and would be interested in hearing your thoughts. I've learned a few new things in the last week that I wish I could have incorporated, but I'm already committed to the current path.

Pekka_Perkeles

I really have no recommendation, since I'm not a cam designer - far from it. Anyway, I'd use small cam, especially as your setup seems to have plenty of potential to destroy the whole drivetrain sooner or later.

Also, I really can't see you're going to have too little power! So going with mild would me my choice. Very nice driveability, low emissions, no bucking, low fuel consumption, very easy to tune (CLSD would be nice). That's all I can think.

Of course, there's more to have with bigger cam. But with 427, why bother?

Anyway, I'm not expert and I believe your cam choice will be just fine.

5 Liter Eater

This will never work. Scrap it and try again.

Pekka_Perkeles

Too much lemons without upgrading C7? :-)

slow ride

I'd leave the huge cams to auto drag car guys with lower backpressure turbo systems. The reversion from overlap seems to keep power in check anyway with the smaller turbo setups and gains don't really show from the larger cams. Our cars with the low profile long runner FI intakes, hydraulic roller cams, etc tend to always make power in the same spot. In a manual transmission it seems that having excellent average power and quick response tends to trump peak numbers due to the shifts anyway.

I miss the chop sound of my old NA cam/exhaust, but boy does the new turbo deal drive smooth with great off boost grunt down low. I haven't even reflashed the car yet, but can lug 6th at 1300 and 60mph no problem. Can we get some sort of range on the cam you are going with just to get a feel for it?

Turbo-Geist

...and LS1 rod bolts are only good to 550HP.

The last cam would be considered small for an LS1.
_Comp XE lobes 220/224 .564"/.568" 115+1.
It was spec'd for 10 psi and I ended up running 20 psi. This cam built great cylinder pressure and carried rpm well, but the combo liked lot's of meth paired with 10:1 CR. Overlap was -8 degrees measured from 0.050" lift.


The new cam seems fairly mild for a 427 with LS7 heads and intake.

Specs @ 0.050" lift are:
_236/238 .639"/.639" with 1.8 ratio rockers.
Lobes are EPS HiRev custom lobes ground under license by Cam Motion.

slow ride

Still got the old cam or did it get damaged? Your PM box is full by the way. I might have a friend that could use it. I wonder why you never see precision 62's in b covers from the other guys on here? Precision doesn't list it for 62's as a option either.

I sort of wish I had went with the 230 lxl lobe over the 226 I did since my new setup sounds like a pickup haha. I'm sure the 427 will swallow up that cam no problem.

Rkreigh

how much were the turbos? very nice I just bought some champion down pipes too and I'm curious what you recommend for the exh? I have seen the LG stuff which looks good for a true 3" exh

thinking of doing the "c6 exh" mod and cutting up the back a bit to give the pipes a straighter shot. the c5 exh routing is kinda goofy

slow ride

Just a FYI I have the LG big 3 and it's quiet with the turbos and a 10.0:1 engine. It kills some of the lope also. Since the mufflers are not totally straight through I can't say for sure if the flow is enough for big power. I think doing the C6 thing would be best and rig up a switch if possible to open and close the baffle like they do.

Turbo-Geist

Thanks, I cleared out my inbox. The cam got hit with shrapnel and some of the lobes were scuffed. I'll have to take a closer look and see if it is salvageable. I'm not sure why Precision doesn't list the housing as an option, but TTi had no problem getting them. These are the same turbos that user_name is running on his TTiX kit with a 347. I'm not sure who else has upgraded.

I'll have to check the receipt because I bought them early this year. They are the ball-bearing model and I think retailed for around $1300 each. Then they need 90 deg elbows welded on and a turbonetics 5 bolt housing machined to fit the F1-65 wheel. The wastegate port needs to be opened up and the housing surfaces squared. TTi did all of this in house. This will give the potential to make about 400hp extra hp.

For the exhaust, it seems that the big restriction is the 2.5" catback. I purchased the 3" downpipes ($$), and don't want to place anything in the way of it. In another thread this year, the true 3" catbacks were discussed and it looks like the mufflers on some of those kits are restrictive. I agree with you that it doesn't make sense to have nice smooth bends from the turbos until just over the axles and then make a 90 degree turn, a 180 degree turn and then another 90 degree turn.

I had a 2.5" Corsa Titanium kit on the last combo and I really liked their rear muffler design. The plan for me is to duplicate that design but scale it for 3" pipes.

slow ride

I believe the others on here had "E" covers and that is what makes them a tight fit. Easy way to tell is the inlet 3" or 2.75". The E is just slightly bigger and both use a 2" discharge.

Turbo-Geist

For turbos in this range the compressor cover measurements are:

B cover = 2.8'' inlet, 2.0'' outlet
E cover = 3.0'' inlet, 2.0'' outlet
S cover = 4.0'' inlet, 2.5'' outlet

In order to get an 'e' cover to fit a TTiX kit, you have to re-route the discharge piping on the driver's side like JM did here with the Precision 6266: