JMB

Of course let me caution the die-hard Corvette faithful that this is my LS7 Monte SS, however, as I have stated before, nothing prevents similar mods to my 2011 Z06 LS7 stock shortblock or yours!

The preliminary results are in: Beck sheetmetal vs. LSX.....the LSX added 10 more peak RWHP (690 vs 680) and lost 3 RWTQ (540 vs 537) and added ever so slightly more under the upper curve! What is very interesting in terms of the heads up comparison that really requires analysis or you'll miss the details is the primary difference between the LSX and the Beck Sheetmetal.....the LSX moves the torque peak up a staggering 500 RPM from 5800 to 6300 RPM so the 540 RWTQ of the Beck vs the 537 RWTQ peak of the LSX becomes very interesting and debatable.....I'll say more about this in a few minutes.

Here's the dyno sheet below:


Now, for those that really want to be blown away...the weather conditions in the Pacific Northwest today were incredible compared to the rest of the country for this time of year.....Barometer 29.94, humidity 30%, and temperature 69.5 as measured by the dyno weather station at 10:48AM this morning. When you look at Run 10 above Uncorrected which means that this is the actual horsepower being made by the vehicle the number a mind boggling 709 RWHP / 552 RWTQ

For the unlearned you might ask, why does this matter or why is this important? If my car was at Pacific Raceways this morning rather than on the dyno (as some of you would prefer!!!) where the weather conditions during this time of the day would be almost identical it would be making drag strip runs pounding 709 RWHP to the pavement because this is the actual amount of power being made by the car given the actual weather conditions outside for this time of day! And before we have people crying foul on the weather conditions (which some will) this morning's weather conditions equates to a DA of about +1000'

Here is the dyno graph still with smoothing at 5 but uncorrected and still compared to the 680 RWHP run with the Beck intake where outside weather conditions were basically SAE at the time of the 680 run because the correct factor for SAE then was 1 compared to .97 today:



So now, the $64,000 question....what would the car actually run better with...the Beck or the LSX? The easiest way to stifle this debate (or maybe create a bigger one since Internet Forums are famous for varying opinions!) is to simply drop the numbers into a simulation program like QUARTER Pro and see what it turns out! I saved you the trouble and did this for you to stimulate even more debate.....here are the projected results at the drag strip; given the parameters I entered the LSX nips the Beck by only a very narrow 0.02 seconds in the quarter mile while pulling harder on the top end (as you would expect) with almost 1/2MPH in trap speed!!!



For those like me in need of technical details on these dyno runs I am sharing freely again. What took place tuning-wise between these intakes will be very surprising for you like it was for me....after trying multiple tuning changes (adding and subtracting timing, changing A/F ratio's and even experimenting with delaying End Of Injector Timing by as much as 60 degrees) the same tune for the Beck worked best for the LSX, in other words, bolt it on and let 'er rip!!!

So now what? I am still going to explore options for an even larger TB for the LSX, either a NW 107mm or a Whipple 112mm (since I am hampered by the E38 PCM which requires DBW) to see if the added airflow will still increase the overall HP & TQ enabling me to crack 700 RWHP SAE corrected with a puny 258 degree duration camshaft, stock short block and 92 octane gas......sorry no track times until I settle this debate!

For those not following this saga here is a link to the previous update where I made an exhaust change to net 680 RWHP over the previous 660 RWHP set-up http://forums.corvetteforum.com/c6-z...-680-rwhp.html

Oh, and of course...for those not familiar with the LSX intake here is a picture below (with MAF removed for photo but used on dyno runs) showing where I made an adapter plate to mount my NW 102mm TB vertically on top of the LSX which is set-up for a 4150/4500 type TB/Carb:



To say that I am delighted with the results is beyond an understatement! For those who didn't know, my original goal before undertaking this upgrade was set out to see if I could hit 650 RWHP!

walhan_qtr

Very nice. you got some recent pics of the car and engine bay? congrats! now time to take it to the track :Thumbs:

HNK

Hi

Your next,,,

walhan_qtr

LOL I know I know. just waiting on the cam/lifters/valve covers and few little things here and there. hopefully most of the stuff will be shipped Wed so I should get it end of the week

HNK

Will be waiting for your reaction,,, or most likely

Chance575

what heads you running?

double06

i think he said ported stock heads in another post.

JDaniel

So what exactly is done to the car allowing 680 RWHP if they are still on the factory heads and no boost? I would think an outragous cam thats not streetable what so ever and a cylinder compression that would not run without C16.

Can you provide any information on the set up, please?

KLRBEE2

"258 degree duration camshaft, stock short block and 92 octane gas......"

PRE-Z06

Very impressive! Belt on for pulls?

JDaniel

So whats the secret? I mean something here doesnt add up. Am I the only one seeing this or am I missing something huge?

John B

He is not trying to fit under a corvette hood & has intake options.

BigMike NY

It is absolutely amazing the potential of these motors!!!!! I too am interested in specific details of the build!!

PRE-Z06

Hope OP doesn't mind, this is from LS1tech...
http://ls1tech.com/forums/dynamomete...-680-rwhp.html

JMB

Oh yes, none of Lou's trick here (sorry Lou )

The LS1tech link is posted about the details of the build but I also posted one here a while back when I made 660 RWHP http://forums.corvetteforum.com/c6-z...92-octane.html

When I hit 680 I posted this on the Corvette Forum http://forums.corvetteforum.com/c6-z...-680-rwhp.html

Here is the absolute beauty of this build...as was already stated, 92 octane pump gas (with 10% ethanol mix!) And as for the camshaft...it's all about smart choices...the L88 & ZL1 used SR's with 264 intake duration and mine has a puny 258 degrees , this translates into about a 250 degree hydraulic roller, hardly an outrageous cam for a 427!

Absolutely zero secrets! This has been likely the most widely documented LS7 SR build on the Internet and I have disclosed every performance modification to the motor incrementally and dyno proven each combo so that people could learn right a long side of me at my expense. I share this information freely in the interest of furthering our beloved hobby and hopefully establishing a benchmark for others to build upon.

A summary of the power for the current LS7 set-up:

-baseline tuned, headers, lighter clutch/ported TB & EWP 492/474 RWHP/RWTQ
-ported heads/cam/stock LS7 intake w/90mm ported TB: 618/518 RWHP/RWTQ
-same as 618 w/ported LS7 intake w/90mm ported TB: 631/518 RWHP/RWTQ
-same as 631 w/Beck Sheetmetal w/90mm ported TB: 639/522 RWHP/RWTQ
-same as 639 w/Beck Sheetmetal w/102mm NW TB: 660/522 RWHP/RWTQ
-Same as 660 w/new stepped headers & 4" exhaust: 680/540 RWHP/RWTQ
-same as 680 w/P.I. LSX intake manifold w/680 tune: 690/537 RWHP/RWTQ

Again, as you watch the build incrementally, nothing seems outrageous or unbelievable about a stock crate motor LS7 with headers, tuned, RPM BC2 clutch, ported TB & EWP making 492/474 RWHP/RWTQ or an LS7 SR making 631/518 with a stock LS7 intake manifold and stock injectors! It's just fun to watch the progression from there and knowing what to tweak to get to 690 And by the way, my car also has heavy 17x10 aluminum wheels and 4.11 Moser 12 bolt so there's been no cheating with a smaller rear end or skinny tires. I posted an actual run on the dyno in the 680 run thread.

Actually with only a slightly taller hood the Beck would fit in a C6, that's why this is so exciting and I have to share this with my fellow Z06 brethren!

busaetr

Those wheels are helping more then you think.. You'd be surprised to see what a set of 20x12's and a 345-25-20 would do.. I'd bet if you 'd pick up a decent bit if you ditch the 102mm tb on the cast intake and put a real tb on it.. Can't tell from the pic if its a 4150 or 4500 flange on the intake, but a 4500 series tb would be the way to go!!

JMB

No surprises here, they are pretty close....ZR1 set-up with 335's weighs ~63 lbs where as mine weigh 58.
I agree big time!
It's a 4500.

bigdogracing

Why not try a ported Holley Hi-Ram manifold running twin LS3/7 throttle bodies driven by an OZMO twin TB controller? This will give you about 60% more throttle body area, and be significantly cheaper than your other intake combos.

http://www.ozmoengineering.com/products/twin-tb-controller

JMB

If I ran multiple TB's it wouldn't be LS3/7 types since they really aren't designed for proper operation in a vertical positioning and no one else offer DBW for this configuration. I noticed that I had some pretty severe stumbling off idle to about 2500RPM with the TB on top of the LSX when I drove the car home from the dyno. It really needs a 4150/4500 type of TB.

bigdogracing

The most important thing is the transition from the TB to the plenum and the way the blade directs the air. I am not surprised by your results, as the tiny plenum on the LSX intake would make it very susceptible to variations in airflow from a large single TB (a 4500 4BBL throttle body would be better in his configuration).

On the LSX manifold, a large diameter elbow or extension that increases the plenum volume and moves a single blade TB further away, would probably help to reduce TB effects.

However... the Holley manifold already has a large plenum, and if you designed the top "hat" correctly with a smooth transition, twin 90mm TBs should work well with minimal airflow issues.