Rebuilding the Ghost, aka Great White
#22
Melting Slicks
Thread Starter
I think this is the one that I bought:
http://forums.corvetteforum.com/c5-p...0-00-sold.html
I don't remember what the price ended up being with shipping due to this being over a year ago. I sold the diff and DTE brace to offset the cost and also still need to sell the MN6 trans. In the thread, someone mentioned it cost them around $4,000 to fix their stock trans and diff and it still wasn't equal in strength to what these setups can handle.
#23
Drifting
I see, I ended up with a c6z 07' t56/diff setup and was just curious. I know my t56 is a gamble, but with the coolers working I am hoping for the best and I was going after the diff for the most part. I just put 20 miles on the car give or take and everything is working well, wow it's been a long time. I was lucky and sold my RPM c5 stuff (t56/3.90) for about a even wash with the new/used stuff.
Last edited by slow ride; 08-11-2014 at 12:20 PM.
#26
Melting Slicks
Thread Starter
How is your build going?
#27
Burning Brakes
Mild, mild, mild.
Please, please use mild.
It will be so nice.
Don't spoil it with too much cam.
Just my opinion.
Please, please use mild.
It will be so nice.
Don't spoil it with too much cam.
Just my opinion.
Last edited by Pekka_Perkeles; 08-12-2014 at 11:33 AM.
#28
Melting Slicks
Thread Starter
Looking for something more like this? Still a few items left to decide on,
Engine:
LS2 block with Darton ductile iron sleeves by R.E.D.
4.125" bore x 4.000" stroke
Lunati Signature Series crankshaft
Wiseco pistons/GFX rings
Lunati Pro Series rods
Pat G/EPS/CamMotion custom camshaft
GM LS7 heads prepped by WCCH
Titanium intake and Inconel exhaust valves
BT Platinum spring kit with Ti retainers
LS7 Intake and 90mm throttle body
Cooling:
DeWitts radiator
Spal dual fans
Modified ducting
Fuel System:
Racetronix 255 in-tank pump
ECS fuel ring
MagnaFuel 4303 external pump
Aeromotive rails
Injector Dynamics 1000cc injectors
Drivetrain:
Mcleod RXT clutch kit
Aluminum flywheel
DSS carbon fiber driveshaft
ECS brace
09 Z06 TR6060 Trans and Diff
Turbo System:
TTiX twin turbo system
Precision billet 62/65 turbos
3” Champion down pipes
Snow methanol injection (Dual nozzles and upgraded pump)
Boost Leash gear based boost bontroller
Exhaust:
ZR1 3" X-pipe
C6 Z06 3" over axle pipes
Custom built mufflers
Suspension:
LG GT2 coilovers
Tires/Wheels:
Street: Fikse FM5 with 18" drag radial
Track: 17" Hoosier 28x10.5 slick
There's a basic rundown, but a few things may have to change.
Engine:
LS2 block with Darton ductile iron sleeves by R.E.D.
4.125" bore x 4.000" stroke
Lunati Signature Series crankshaft
Wiseco pistons/GFX rings
Lunati Pro Series rods
Pat G/EPS/CamMotion custom camshaft
GM LS7 heads prepped by WCCH
Titanium intake and Inconel exhaust valves
BT Platinum spring kit with Ti retainers
LS7 Intake and 90mm throttle body
Cooling:
DeWitts radiator
Spal dual fans
Modified ducting
Fuel System:
Racetronix 255 in-tank pump
ECS fuel ring
MagnaFuel 4303 external pump
Aeromotive rails
Injector Dynamics 1000cc injectors
Drivetrain:
Mcleod RXT clutch kit
Aluminum flywheel
DSS carbon fiber driveshaft
ECS brace
09 Z06 TR6060 Trans and Diff
Turbo System:
TTiX twin turbo system
Precision billet 62/65 turbos
3” Champion down pipes
Snow methanol injection (Dual nozzles and upgraded pump)
Boost Leash gear based boost bontroller
Exhaust:
ZR1 3" X-pipe
C6 Z06 3" over axle pipes
Custom built mufflers
Suspension:
LG GT2 coilovers
Tires/Wheels:
Street: Fikse FM5 with 18" drag radial
Track: 17" Hoosier 28x10.5 slick
There's a basic rundown, but a few things may have to change.
#29
Melting Slicks
Thread Starter
I appreciate your opinion and would be interested in hearing your thoughts. I've learned a few new things in the last week that I wish I could have incorporated, but I'm already committed to the current path.
#30
Burning Brakes
Ah yes, the cam. I believe I contacted multiple companies and received many different recommendations. I had an email chain going with a few friends that lasted for over a month. In the end, I think the cam that was decided upon should work out well.
I appreciate your opinion and would be interested in hearing your thoughts. I've learned a few new things in the last week that I wish I could have incorporated, but I'm already committed to the current path.
I appreciate your opinion and would be interested in hearing your thoughts. I've learned a few new things in the last week that I wish I could have incorporated, but I'm already committed to the current path.
Also, I really can't see you're going to have too little power! So going with mild would me my choice. Very nice driveability, low emissions, no bucking, low fuel consumption, very easy to tune (CLSD would be nice). That's all I can think.
Of course, there's more to have with bigger cam. But with 427, why bother?
Anyway, I'm not expert and I believe your cam choice will be just fine.
#31
Le Mans Master
This will never work. Scrap it and try again.
Looking for something more like this? Still a few items left to decide on,
Engine:
LS2 block with Darton ductile iron sleeves by R.E.D.
4.125" bore x 4.000" stroke
Lunati Signature Series crankshaft
Wiseco pistons/GFX rings
Lunati Pro Series rods
Pat G/EPS/CamMotion custom camshaft
GM LS7 heads prepped by WCCH
Titanium intake and Inconel exhaust valves
BT Platinum spring kit with Ti retainers
LS7 Intake and 90mm throttle body
Cooling:
DeWitts radiator
Spal dual fans
Modified ducting
Fuel System:
Racetronix 255 in-tank pump
ECS fuel ring
MagnaFuel 4303 external pump
Aeromotive rails
Injector Dynamics 1000cc injectors
Drivetrain:
Mcleod RXT clutch kit
Aluminum flywheel
DSS carbon fiber driveshaft
ECS brace
09 Z06 TR6060 Trans and Diff
Turbo System:
TTiX twin turbo system
Precision billet 62/65 turbos
3” Champion down pipes
Snow methanol injection (Dual nozzles and upgraded pump)
Boost Leash gear based boost bontroller
Exhaust:
ZR1 3" X-pipe
C6 Z06 3" over axle pipes
Custom built mufflers
Suspension:
LG GT2 coilovers
Tires/Wheels:
Street: Fikse FM5 with 18" drag radial
Track: 17" Hoosier 28x10.5 slick
There's a basic rundown, but a few things may have to change.
Engine:
LS2 block with Darton ductile iron sleeves by R.E.D.
4.125" bore x 4.000" stroke
Lunati Signature Series crankshaft
Wiseco pistons/GFX rings
Lunati Pro Series rods
Pat G/EPS/CamMotion custom camshaft
GM LS7 heads prepped by WCCH
Titanium intake and Inconel exhaust valves
BT Platinum spring kit with Ti retainers
LS7 Intake and 90mm throttle body
Cooling:
DeWitts radiator
Spal dual fans
Modified ducting
Fuel System:
Racetronix 255 in-tank pump
ECS fuel ring
MagnaFuel 4303 external pump
Aeromotive rails
Injector Dynamics 1000cc injectors
Drivetrain:
Mcleod RXT clutch kit
Aluminum flywheel
DSS carbon fiber driveshaft
ECS brace
09 Z06 TR6060 Trans and Diff
Turbo System:
TTiX twin turbo system
Precision billet 62/65 turbos
3” Champion down pipes
Snow methanol injection (Dual nozzles and upgraded pump)
Boost Leash gear based boost bontroller
Exhaust:
ZR1 3" X-pipe
C6 Z06 3" over axle pipes
Custom built mufflers
Suspension:
LG GT2 coilovers
Tires/Wheels:
Street: Fikse FM5 with 18" drag radial
Track: 17" Hoosier 28x10.5 slick
There's a basic rundown, but a few things may have to change.
#33
Drifting
I'd leave the huge cams to auto drag car guys with lower backpressure turbo systems. The reversion from overlap seems to keep power in check anyway with the smaller turbo setups and gains don't really show from the larger cams. Our cars with the low profile long runner FI intakes, hydraulic roller cams, etc tend to always make power in the same spot. In a manual transmission it seems that having excellent average power and quick response tends to trump peak numbers due to the shifts anyway.
I miss the chop sound of my old NA cam/exhaust, but boy does the new turbo deal drive smooth with great off boost grunt down low. I haven't even reflashed the car yet, but can lug 6th at 1300 and 60mph no problem. Can we get some sort of range on the cam you are going with just to get a feel for it?
I miss the chop sound of my old NA cam/exhaust, but boy does the new turbo deal drive smooth with great off boost grunt down low. I haven't even reflashed the car yet, but can lug 6th at 1300 and 60mph no problem. Can we get some sort of range on the cam you are going with just to get a feel for it?
Last edited by slow ride; 08-12-2014 at 02:17 PM.
#34
Melting Slicks
Thread Starter
...and LS1 rod bolts are only good to 550HP.
The last cam would be considered small for an LS1.
_Comp XE lobes 220/224 .564"/.568" 115+1.
It was spec'd for 10 psi and I ended up running 20 psi. This cam built great cylinder pressure and carried rpm well, but the combo liked lot's of meth paired with 10:1 CR. Overlap was -8 degrees measured from 0.050" lift.
The new cam seems fairly mild for a 427 with LS7 heads and intake.
Specs @ 0.050" lift are:
_236/238 .639"/.639" with 1.8 ratio rockers.
Lobes are EPS HiRev custom lobes ground under license by Cam Motion.
_Comp XE lobes 220/224 .564"/.568" 115+1.
It was spec'd for 10 psi and I ended up running 20 psi. This cam built great cylinder pressure and carried rpm well, but the combo liked lot's of meth paired with 10:1 CR. Overlap was -8 degrees measured from 0.050" lift.
The new cam seems fairly mild for a 427 with LS7 heads and intake.
Specs @ 0.050" lift are:
_236/238 .639"/.639" with 1.8 ratio rockers.
Lobes are EPS HiRev custom lobes ground under license by Cam Motion.
#35
Drifting
Still got the old cam or did it get damaged? Your PM box is full by the way. I might have a friend that could use it. I wonder why you never see precision 62's in b covers from the other guys on here? Precision doesn't list it for 62's as a option either.
I sort of wish I had went with the 230 lxl lobe over the 226 I did since my new setup sounds like a pickup haha. I'm sure the 427 will swallow up that cam no problem.
I sort of wish I had went with the 230 lxl lobe over the 226 I did since my new setup sounds like a pickup haha. I'm sure the 427 will swallow up that cam no problem.
#36
Le Mans Master
I ordered them through Turbo Technology. They have always been helpful through the years even though I bought my kit used from an individual. They have the jigs for getting the elbows welded on correctly and squaring up the flanges on the turbine housing. These should provide the power I'm looking for now and then if desired, I'll do something custom down the road.
thinking of doing the "c6 exh" mod and cutting up the back a bit to give the pipes a straighter shot. the c5 exh routing is kinda goofy
#37
Drifting
Just a FYI I have the LG big 3 and it's quiet with the turbos and a 10.0:1 engine. It kills some of the lope also. Since the mufflers are not totally straight through I can't say for sure if the flow is enough for big power. I think doing the C6 thing would be best and rig up a switch if possible to open and close the baffle like they do.
#38
Melting Slicks
Thread Starter
For the exhaust, it seems that the big restriction is the 2.5" catback. I purchased the 3" downpipes ($$), and don't want to place anything in the way of it. In another thread this year, the true 3" catbacks were discussed and it looks like the mufflers on some of those kits are restrictive. I agree with you that it doesn't make sense to have nice smooth bends from the turbos until just over the axles and then make a 90 degree turn, a 180 degree turn and then another 90 degree turn.
I had a 2.5" Corsa Titanium kit on the last combo and I really liked their rear muffler design. The plan for me is to duplicate that design but scale it for 3" pipes.
#39
Drifting
I believe the others on here had "E" covers and that is what makes them a tight fit. Easy way to tell is the inlet 3" or 2.75". The E is just slightly bigger and both use a 2" discharge.
#40
Melting Slicks
Thread Starter
For turbos in this range the compressor cover measurements are:
B cover = 2.8'' inlet, 2.0'' outlet
E cover = 3.0'' inlet, 2.0'' outlet
S cover = 4.0'' inlet, 2.5'' outlet
In order to get an 'e' cover to fit a TTiX kit, you have to re-route the discharge piping on the driver's side like JM did here with the Precision 6266:
B cover = 2.8'' inlet, 2.0'' outlet
E cover = 3.0'' inlet, 2.0'' outlet
S cover = 4.0'' inlet, 2.5'' outlet
In order to get an 'e' cover to fit a TTiX kit, you have to re-route the discharge piping on the driver's side like JM did here with the Precision 6266: