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Anyone here ever get the 510 hp package from him? How was the overall performance/ sound/ driving experience? Was durability and maintenance the same? Thanks for any info
I have a 510 package from Corey Henderson. It's the engine that should have been installed in these cars at the factory. No negatives whatsoever and blows the doors off the stock ZR-1.
Car retains all the drivability of the stock engine, but goes from mild to wild at wide open throttle. Definitely the best bang for the buck as additional modifications become exponentially more expensive for diminishing returns.
Anyone here ever get the 510 hp package from him? How was the overall performance/ sound/ driving experience? Was durability and maintenance the same? Thanks for any info
I too had Marc do his 350/510 HP work done on my 1995 Polo ZR-1. I did not do the Fidanza flywheel but retained the stock one so I did not get all the HP out of his work as I could have. Very happy to have kept the dual mass flywheel, as I never liked the sound of marbles in a coffee can I realize that sound can be mitigated somewhat but not completely. It is my habit on a stick shift car to always pop the car into neutral when coming to a stop to save wear and tear on the clutch and throwout bearing. Idling in neutral with clutch out is when the most gear noise is apparent. Other than that, I was delighted with the performance increase. Really made the car a beast (well, more of a beast). With 4.10s it was a very east car to drive around town when when you wanted some punch it was always there. I had him finished the engine in a paint that was as close to stock as he could do (called Fine Silver) and I retained stock black cam cover and other bolts to preserve an essentially stock look. The legend "Haibeck 350 510 HP" consists of decal lettering that can be removed if you want to get judged. Never any problems with durability or maintenance. According to Marc, durability issue normally only arise when you get up in to 415 or 441 motors due in part to the high angles connecting rods experience.--Bob
I have to echo the compliments, this is my 105k mile ‘95 before “Red” in Marc’s shop refinished the engine in bright red, took me a couple years to finish the rest of the car with it’s new “Not red” satin blue metallic., I did 510, Corsa & 4:10 gears, serviced the AC, and installed coil overs at all four corners, the car is an so much fun and has the most amazing exhaust note.
Whats the biggest difference with orginal flywheel vs new lighter one? Is there a difference in how car drives with one vrs another? Thanks for all responses
Whats the biggest difference with orginal flywheel vs new lighter one? Is there a difference in how car drives with one vrs another? Thanks for all responses
The lighter flywheel allows the engine to rev slightly quicker. The downside is that it often results in a noisy transmission. Sort of like bolts in a coffee can. Corey recommened that I stay with the stock dual mass.
I guess I'm on my way to the "510 Package" as my car already has the Intake Ported, and 4.10 rear gears. I'll be adding headers and a catback this coming spring so ultimately all I'd need is for the heads to be ported and the chip reflashed?
I'd love to get it up to Marc in a year or so for this upgrade along with refinishing the engine since mine is nearing 100K and cleans up well but could be better.
I do like the comfort of the dual mass flywheel but I suppose it all depends on how the factory flywheel holds up and if its serviceable at the time.
I have a similar package from Henderson Motorsports, it is SO much fun on the street. Is it the fastest Corvette ever? No, of course not. Is it one of the most engaging cars to drive EVER? You bet.
I guess I'm on my way to the "510 Package" as my car already has the Intake Ported, and 4.10 rear gears. I'll be adding headers and a catback this coming spring so ultimately all I'd need is for the heads to be ported and the chip reflashed?
I'd love to get it up to Marc in a year or so for this upgrade along with refinishing the engine since mine is nearing 100K and cleans up well but could be better.
I do like the comfort of the dual mass flywheel but I suppose it all depends on how the factory flywheel holds up and if its serviceable at the time.
One thing I had Marc and Bob do with my '95 was when the engine was out I had them clean the engine compartment. It was Marc's suggestion and they charged maybe two hours of labor for doing so. It was not a competition detailing but it ended up much cleaner than I ever could have done by myself with the engine in place.Glad I did it. --Bob
I guess I'm on my way to the "510 Package" as my car already has the Intake Ported, and 4.10 rear gears. I'll be adding headers and a catback this coming spring so ultimately all I'd need is for the heads to be ported and the chip reflashed?
I'd love to get it up to Marc in a year or so for this upgrade along with refinishing the engine since mine is nearing 100K and cleans up well but could be better.
I do like the comfort of the dual mass flywheel but I suppose it all depends on how the factory flywheel holds up and if its serviceable at the time.
If you have 4.10 gears, you'll probably want to retain your dual mass pressure plate. You'll be severely traction limited with 500hp+, a light flywheel, and 4.10 gears.
I’m running Nitto NT05R Drag Radial 345/30/19 with the aluminum flywheel And 4:10 gears, I wouldn’t hesitate to go with the lightweight flywheel again. I love the quick revving LT5 it’s one of my favorite things about it. Even these tires struggle to keep traction.
Totally agree with comments. I love mine. He did the secondary delete on mine along with all the goodies like complete exhaust and the light weight flywheel. This is a great package. Sounds great too.
Marc Haibeck does phenomenal work. The 510 is great. We were in Vegas running a ‘standing’ mile...a little short, uphill, & starting on runway paint...& my car ran very well (167). He made the comment something to the effect of maybe I need to change my description of the package.
Well, I couldn’t leave well enough alone. Be careful...His round 2:
I too had Marc do his 350/510 HP work done on my 1995 Polo ZR-1. I did not do the Fidanza flywheel but retained the stock one so I did not get all the HP out of his work as I could have. Very happy to have kept the dual mass flywheel, as I never liked the sound of marbles in a coffee can I realize that sound can be mitigated somewhat but not completely. It is my habit on a stick shift car to always pop the car into neutral when coming to a stop to save wear and tear on the clutch and throwout bearing. Idling in neutral with clutch out is when the most gear noise is apparent. Other than that, I was delighted with the performance increase. Really made the car a beast (well, more of a beast). With 4.10s it was a very east car to drive around town when when you wanted some punch it was always there. I had him finished the engine in a paint that was as close to stock as he could do (called Fine Silver) and I retained stock black cam cover and other bolts to preserve an essentially stock look. The legend "Haibeck 350 510 HP" consists of decal lettering that can be removed if you want to get judged. Never any problems with durability or maintenance. According to Marc, durability issue normally only arise when you get up in to 415 or 441 motors due in part to the high angles connecting rods experience.--Bob
Roxanne Roxanne your voice is like gravel rattling in a can. The dual mass makes the car sooooo much more civilized that the small gain from the fidanza makes me wonder if the juice is worth the squeeze
zr-1 ponies are indeed expensive, and this was a "cheap mod" relative. The offset grind 380 or a stock stroke big bore block to me are the best ways to go as the factory crank is really stout
in fact, the factory rods are pretty good too, mahle pistons are no slouch so you can do quite a bit with a "top end" job with the Z
I'm full boogie from LPE with 4.0 ductile liners, j&e pistons, pankl ti rods, sonny bryant 3.875 (only one in a z I know of), stage II cams, ti retainers with bigger valves, 12 -1 CR
the old gal spanks out 508 at the tire. not as much torq as the big 415s, but good rod angle for durability (it's a 390, just a bit more stroke from LPE on this one LSV)
the big boys can get over 700 with more cubes and work and now the closed deck big 4.125 liners are a reality and very nice as they enhance the deck strength and really support the liner well.
Make me want to run a 4.0 "closed deck" liner with a much thicker sleeve and boost it to the moon with a couple of turbos. the ball bearing china turbos are dirt cheap at under 800 for a turbo that will support over 800 hp with ease.
I'd like to build another TT ZR-1 and modify the stock manifolds from a 95 (have a pristine set) with v bands and put the turbos right where the cats used to be
I have many of the tricks that graham put into the LPE cars and know a bit about the LT5 so it's time to get more of them twin turboed
I have a nice haltech platinum s2000 ecm with dual wide band and 8 channel egt with flex fuel and direct port alchy in mind to do just that.
need to sell a few engines first, I have some old turd truck engines that spank out 1k hp if interested. that would make a cool c4 swap and we might stuff one into a poor old stripped out Z to make a race car
I know a nascar glider or two that needs a "truck engine" to get it rolling
10-17-2020, 06:07 PM
Marc haibeck
