About a month ago I lost the ring land on #2 after around 14K miles of being boosted.

My setup was.

2002 C5-ZO6
Stock LS6, (28,5XX miles) nothing in the engine has been changed
A&A Corvette Supercharger kit - 6 rib
42lb injectors
Procharger P1 with 3.85" pulley
KB BAP
LG long tube headers
Random Tech hi flow cats
GHL Bullet exhaust
Snow performance Methanol kit running 50/50 mix
Exedy triple disk clutch
Built tranny
stock 3.42 gears

This setup made 657/562 SAE @ 8.5 psi with 21* of timing on 91 pump gas. It was in the 556 range uncorrected. Best E.T to date was 11.42 @ 126.7 with a 1.9 60' 5800 ft DA. 3580lb race weight.

The new setup, parts are en-route.

LS6 block - stroked to 383
Callies H beam rods (6.125)
Wiseco forged pistons w/ steel top rings
Callies Stroker crank 4" stroke
Clevite H bearings for rods and mains
Durrabond Cam bearings
LS6 ported high volume pump
ARP head studs
ARP Main studs
Comp blower cam grind I/E - 235/239 646/649 116 LSA 115 center line
Hardened pushrods
LS7 lifters
PRC EHT dual valve springs.
Dual roller timing chain with torrington bearings
FAST 60 lb injectors
LS6 Intake and TB
LS6 Heads
Innovative west 8" balancer
Reichard Racing 3.4 blower pulley
Snow Meth injection 50/50 mix
Procharger D1 Head unit.
Final C.R. should be around 10.1:-10.2:1

The parts should start arriving this week, hoping to get the car into the shop over the next 2-4 weeks.

Misc things I am still trying to figure out and need to get

Fuel System needed (not sure which route to go with)
AEM or Autometer wideband
8 rib setup
New billet torque tube bushings

The car is truly a street car 99 % of the time, I am running 19/20 iForged Evolutions, full sound system, dynomated, etc. Couple hundred pounds of extra weight. Probably will only see the track a couple times through the year.

We are hoping for mid 700's with the extra C.I, cam, blower, etc.

Looking forward to starting the build, We will be separating the body from the frame, using a friends shop and lift. I will take pictures as we make progress.

Hopefully she will be more of an animal than it was before.

Pic of car and previous dyno sheet.

 

Sounds like a good plan. I installed an A&A V2-si on the car last summer and have been trying to decide on a short block setup ever since. I'm curious to see how much more tq you get out of the 383. Good luck w/ the build. ::subscribe::

EDIT: what's your "built" trans consist of and how well did it hold up?

 

get 80lb injectors & a flip drive. youl'll be happier in the end, that combo will easily put down 800+

 

I am also curious to see what I gain in TQ from the stroker. Hopefully this combo will net some decent results.

The tranny had a hardended out-put shaft installed, steel shift forks, etc.. Would need to look at the paperwork as I don't remember all of it.. Has held up perfectly thus far.

 

80 lb injectors? Hmm, we were thinking that up here in CO (5000+ ft) that the 60's would be more than enough. Could be off though. Would you run the 6 rib and flip drive or do it along with an 8-rib setup?

 

I would reconsider these parts. The LSK lobes are very aggressive and hard on valve springs and those patriot golds will not cut it with boost...look at springs from pac, k-motion or manley in my opinion.

 

sorry didn't see the 5000+ elevation. Hard to say then. The FD is a no brainer. I have a 6 rib, 3.0 pulley and ATI stock size balancer and have no slip issues any more.

 

The new 80's out there are just as tunable as the 60's down low and leave you some head room, not a bad thing



Will enjoy this build

 

 

That was a typo on my part from my inital build list. We ended up going with the PRC dual valve springs, good for .650 lift. Not the PG's.

Better?

 

Good to know, I will see what I can find for an 8-rib conversion forsale.. If not, I might look into the FD.

Thanks, that is good to know.

 

Curious as to why you say Patriot Golds won't cut it with boost. Hundreds of cars running golds with no issue. 135lbs closed seat pressure 350 open. Most springs aren't running much more than that if any. 150-410

 

Sounds like a great build! Watch it though with the 3.4" pulley, the OD balancer and the D1SC. I believe with a pulley that small, you might be close to overspinning the blower. If I'm wrong please correct me. Not to hijack your thread, but did you have to order your Reichard pulley? I ordered my 3.6" pulley in early October, they told me it would be a couple weeks from then, and still haven't received it. Good luck!

 

There are a few details I am still working on.. The initial thought was to stick with my P1 6-rib setup, go with an IW 8" pulley to give me some more belt wrap + a couple more PSI and possibly go with a 3.4" pulley. Now that I am going with a 383, I am sure that my little P1 will be running out of steam very soon. I "think" I have located a D1 and have the P1 sold, so if I get the D1, the pulley on the blower might not be that small.

I still am on the fence on if I should do a full 8 rib conversion, or do a flip drive and keep the 6 rib, etc.. I do have some time to do some more research on this so hopefully by the time the engine is done I will have it figured out. Hoping others will chime in on this and maybe some fuel system suggestions as well.

 

Can't go wrong with the A&A or ECS fuel system. Both will support more than enough power with your build.

 

I have looked at them. This might sound picky, but after looking at a couple fuel systems, I notice that they mostly have all the braided line running over the valve covers, coil packs, etc. I would "like" to continue to run my fuel rail covers (looking to get some painted up) so I am also looking for different options.. Some of that might be just routing of the lines, but like I said if at all possible I would like to retain the covers.

Flame suit on..

 

The Patriot Extreems are a better choice over the golds with 155 lbs on the seat and 410 open. I have seen results where the Patriot has lost 10 lbs pressure in a very short time...others have had better results. Forced induction is hard on springs and compounded with the aggressive LSK lobes I would suggest a premium race proven spring, that's all

 

 

I like your build, but have one question: Why do you want your compression ratio 10:1 for a blown engine? I am going 9.5:1 on my LSX build.

On the fuel system, check out the RSI Dual pump system.

 

Colorado 5000'+ feet = thin air = less power

At a higher elevation you can run more compression on pump gas to make up some of the difference lost. There are also some members here with 10:1 compression at sea leavel running great, only thing is that your tuning window becomes smaller.