700+ rwhp 93 octane daily driver C6 Grand Sport build thread
08-04-2014, 05:29 PM
#1
Instructor
Thread Starter
700+ rwhp 93 octane daily driver C6 Grand Sport build thread
I have always enjoyed driving my cars daily rather than having them as dedicated race cars. I am very pleased to report how nicely my 2013 Corvette Grand Sport has turned out. First off, mine is a heavily optioned automatic car. Now before any of you purists dog the car for running an automatic, I must say that this is the fastest shifting automatic car I have ever modified. The shift response after engaging the paddle shifters is immediate.
Here are the details on the car:
Forged 416 LS3 built by LME featuring Wiseco 15cc dished pistons, Callies Compstar rods, and Callies Dragon Slayer Crank. Static compression is 10.0:1.
Cam choice: 222/242 .629/.604" 121LSA +5 advance custom Patrick G cam ground using EPS lobes from Cam Motion. This is a smooth idlling, wife-approved cam that idles at 600 rpm and sounds awesome. Good fuel economy and not a stinky cam.
HK Racing Engines sourced the Trick Flow 255 LS3 heads which were massaged by Greg Good from Houston.
Peak flow numbers were 409cfm at .650" on intake and 263cfm on exhaust. I used the TFS 448lb dual valve springs with Ti retainers. Greg worked primarily on improving the wet flow of the TFS heads as their dry flow is already excellent right out of the box.
Presence Distribution sourced the East Coast Supercharging Paxton Novi 1500 supercharger with restrictor removed. This is the most OEM looking and fitting centrifical supercharger that I've seen for the C6s. With my generous head flow, cam choice, and extra cubes, peak boost is only 11 psi. The fuel system upgrade is the ECS stage one fuel system that utilizes an inline Bosch pump activated by a Hobb switch at 2psi. This is good for over 800rwhp. No boost a pump for my combo. The stock LS3 intake manifold used the stock fuel rails and FIC 850 fuel injectors.
LSX Performance Dyno Tuning sourced the American Racing 1 7/8" long tube headers, no cats and stock 2.5" OEM NPP rear muffler section round out the mods. Kurt Decker applied a really trick Lingenfelter window switch to control the NPP exhaust so it stays closed and quiet at any rpm where throttle position is less than 80%. Above 80% throttle, the extra baffles open and it gets really loud and exotic sounding. I have the mild to wild switch if I want it to be loud all the time.
Assembly of the engine, supercharger and fuel system was handled by Mike Pabone at Late Model Racecraft in Houston. LMR also fabbed up a custom coolant crossover for cylinders 7 & 8 to keep combustion chamber temps in line with the others. LMR also constructed a trick dual hose evac system to keep crankcase pressure under control and to route crankcase gasses to a catch can reservoir at the front of the car.
All tuning was handled by yours truly using both EFI Live and HP Tuners. There are some really important tables that are exclusive to each piece of software so the best tune came from using both programs.
On LMR's dyno, the combo made 719rwhp and 653 rwtq. Here's a video of the dyno run.
Keep in mind, this run was performed with only 15 degrees of spark timing, 93 octane, no meth, and 11 psi. Don't forget this is an automatic with stock transmission and stock torque converter. If I want to make over 800rwhp, all I have to do is do a pulley swap, add some race fuel and crank the ignition timing up into the 20 degree range. I plan on racing the car in this upcoming Texas Mile. The car is a highway machine, it gets 23mpg and is super reliable. I give thanks to all parties involved in making this project a reality.
Here are the details on the car:
Forged 416 LS3 built by LME featuring Wiseco 15cc dished pistons, Callies Compstar rods, and Callies Dragon Slayer Crank. Static compression is 10.0:1.
Cam choice: 222/242 .629/.604" 121LSA +5 advance custom Patrick G cam ground using EPS lobes from Cam Motion. This is a smooth idlling, wife-approved cam that idles at 600 rpm and sounds awesome. Good fuel economy and not a stinky cam.
HK Racing Engines sourced the Trick Flow 255 LS3 heads which were massaged by Greg Good from Houston.
Peak flow numbers were 409cfm at .650" on intake and 263cfm on exhaust. I used the TFS 448lb dual valve springs with Ti retainers. Greg worked primarily on improving the wet flow of the TFS heads as their dry flow is already excellent right out of the box.
Presence Distribution sourced the East Coast Supercharging Paxton Novi 1500 supercharger with restrictor removed. This is the most OEM looking and fitting centrifical supercharger that I've seen for the C6s. With my generous head flow, cam choice, and extra cubes, peak boost is only 11 psi. The fuel system upgrade is the ECS stage one fuel system that utilizes an inline Bosch pump activated by a Hobb switch at 2psi. This is good for over 800rwhp. No boost a pump for my combo. The stock LS3 intake manifold used the stock fuel rails and FIC 850 fuel injectors.
LSX Performance Dyno Tuning sourced the American Racing 1 7/8" long tube headers, no cats and stock 2.5" OEM NPP rear muffler section round out the mods. Kurt Decker applied a really trick Lingenfelter window switch to control the NPP exhaust so it stays closed and quiet at any rpm where throttle position is less than 80%. Above 80% throttle, the extra baffles open and it gets really loud and exotic sounding. I have the mild to wild switch if I want it to be loud all the time.
Assembly of the engine, supercharger and fuel system was handled by Mike Pabone at Late Model Racecraft in Houston. LMR also fabbed up a custom coolant crossover for cylinders 7 & 8 to keep combustion chamber temps in line with the others. LMR also constructed a trick dual hose evac system to keep crankcase pressure under control and to route crankcase gasses to a catch can reservoir at the front of the car.
All tuning was handled by yours truly using both EFI Live and HP Tuners. There are some really important tables that are exclusive to each piece of software so the best tune came from using both programs.
On LMR's dyno, the combo made 719rwhp and 653 rwtq. Here's a video of the dyno run.
Keep in mind, this run was performed with only 15 degrees of spark timing, 93 octane, no meth, and 11 psi. Don't forget this is an automatic with stock transmission and stock torque converter. If I want to make over 800rwhp, all I have to do is do a pulley swap, add some race fuel and crank the ignition timing up into the 20 degree range. I plan on racing the car in this upcoming Texas Mile. The car is a highway machine, it gets 23mpg and is super reliable. I give thanks to all parties involved in making this project a reality.
08-04-2014, 05:51 PM
#3
Team Owner
Nice build. Loving my cam you spec'd for me.
08-04-2014, 05:52 PM
#4
Safety Car
Nicely done Pat. Cam Motions quality is awesome (all Futral uses) and you know how to keep things simple.
08-04-2014, 11:53 PM
#10
Nice Build!
08-05-2014, 04:35 AM
#11
Drifting
Patrick, first of all thanks for sharing! Yours is the type of car when I think the definition of a sleeper. One thing I noticed, that got my attention is that you didn't use Injectors Dynamics. I would think a person like you who's well known as a tuner and cam guru like you would only use the "best". Do you care to elaborate of why you chose the FICs?
Btw, I think that Mike may have spoken with you about a cam for my future ECS intall. I think you understand what I'm looking for considering your own cam specs on that beast. Obviously I'm still on the stock LS3, but want basically what you just described on yours as far as docile, valvetrain longevity, non bucking/surging and finally wife approved lol
Btw, I think that Mike may have spoken with you about a cam for my future ECS intall. I think you understand what I'm looking for considering your own cam specs on that beast. Obviously I'm still on the stock LS3, but want basically what you just described on yours as far as docile, valvetrain longevity, non bucking/surging and finally wife approved lol
08-06-2014, 09:11 AM
#16
Former Vendor
Pat tunes some of the fastest 6l80 vettes out there!!! He knows what he is doing and learned alot about them over the years.. Only one i recommend on tuning them
08-06-2014, 09:17 AM
#17
08-07-2014, 07:18 AM
#20
Instructor
Thread Starter
Yes. Being able to build a proper 3 bar MAP within the factory OS is a really nice feature of EFI Live. Blue Cat can be just as effective if you follow all the steps and don't take shortcuts building your boost table.