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I bought my C6 Z06 in the spring of 2014, right after Chris from ECS got me my SC kit. Yes, the SC kit was ordered before the car! At first I just tuned it at 6-7 psi and it made 649 WHP and went 165 MPH in the 1/2 mile. About a month later I removed the restrictor and it made 715 WHP. Then I put a BTR stage 2 cam in and it surprisingly made 846 WHP!... It went 9.97 at 139 MPH at the end of 2014. It sat for most of 2015 as we geared up KAIZENSPEED to enter the modern GM market.
In November I sold the cammed LS7 in preparation for the LSX build and some next-level ****. The car currently has a GMPP LSX-B15 longblock with a BTR cam kit and an ECS SC kit. Eventually the car's gonna drive to the track with the A/C on, reliably make 8-second passes and drive home.
I don't get much time to work on my own car unless it's for product development purposes... so I try to convince my team that every time I'm working on the car it's for "product development"
Right now the setup is pretty mild because I'm focused on taking over engine control. A couple weeks ago we hit a pretty big milestone and got the car fired up on the Motec M800. We built a jumper harness that keeps the stock ECU running the gauge cluster, but we've completely taken over all of the engine control including throttle control, fuel & ignition. The current harness has front and rear wheel speed that will eventually be used for traction control. And most importantly, I have on-board logging!
It's definitely early in the process as I just got it fired up on the M800, and since then I've only been able to spend about an hour with the car so I figured I'd try to document the ups and downs on here. I'm hoping to work with the car this Saturday when it's quiet around the shop and I'll post some pics and video of the car running.
Here's a video of the Motec M800 test harness on the bench:
Here's a video of the Motec M800 test harness on the bench:
Last edited by KAIZENSPEED; 04-05-2016 at 01:17 PM.
It shouldn't be touching regardless. There's a different plate for the tensioner that should be used on OD balancers. I've seen more than one IW balancer messed up from the tensioner smacking them if a belt breaks when using the wrong plate.
It shouldn't be touching regardless. There's a different plate for the tensioner that should be used on OD balancers. I've seen more than one IW balancer messed up from the tensioner smacking them if a belt breaks when using the wrong plate.
As soon as the ECU is dialed in, it's coming back apart to clean up the engine bay once and for all. I'll move the coils, and install the Davies Craig LS-series EWP kit and PWM the pump with the M800. The Davies Craig setup eliminates the entire water pump assembly and makes for a low-profile setup... but it might take some work to clear the A/C compressor.
I'm a big fan of electric water pumps, and with a new radiator/condensor and an Air/Water IC in the intake manifold (coming soon) the engine bay will be easy to work on with lots of room to get your hand in there.
I was able to spend the weekend working on the car and got it running pretty well on the Motec M800. I'm hoping to start tuning the traction control this coming weekend, but we've got two cars to prep for Shift-S3ctor in Coalinga so I dunno how much time I'll have.
I had the car on the dyno, and tuned most of the VE table but melted the vac hose to the Fuel Pressure Regulator (somehow non-DOT airbrake hose got on the car!). So I set up a fuel pressure differential table that will automatically compensate for any non-desired change in fuel pressure from now on. I love being able to do that
Below is a screenshot of the closed-loop fuel trim reacting to the loss of fuel pressure... and a pic of the melted hose LOL.
Took it a little bit to get back to commanded but must be nice having WB O2's!
Yeah, I set up fuel pressure differential compensation so it won't happen again!... and yeah, having twin wideband O2's in closed loop control is the only way. Such peace of mind.
The next project is underway: Whipple lower plenum that we're using to create a proper Air/Water Intercooler intake manifold. I don't have much more than a picture of the plenum right now, but we'll be scanning the plenum flange and creating a billet upper plenum over the next few months.
Sounds nice! We had a guy demo a laser scanning setup from Faro a few months back.. totally insane. If I had a spare $70K laying around of someone else's money I would have bought one
[QUOTE=schpenxel;1591933874]Sounds nice! We had a guy demo a laser scanning setup from Faro a few months back.. totally insane. If I had a spare $70K laying around of someone else's money I would have bought one
I've been drooling over this technology for a decade. Finally pulled the trigger last fall. Now our engineer uses it for everything! Here's a video scanning the C7 MT:
Last edited by KAIZENSPEED; 04-06-2016 at 12:50 PM.
I spoke with Whipple this morning regarding the lower plenum flange where the upper plenum will bolt to the lower plenum. It's apparently the same for the LS3 and LS1,2,6. But different for LS7.
We'd like to make a universal upper plenum that would bolt to the lower plenum on all LS models so that anyone who wants to incorporate a 1,500HP intercooler into their intake manifold can do so. It will really make things more compact and serviceable for turbo setups, or centrifugal setups. Also, without a thick Air/Air intercooler blocking airflow to the radiator the car will run cooler. Just an all-around better setup. I'll keep you guys posted as the project advances.
Below is the point-cloud scan from the SilverCar engine bay. Our goal is to make it fit under the cowl and hood if possible.
03-29-2016, 03:30 PM
SilverCar Build Thread
