442 RWHP/431 RWTQ

We have just finalized and completed the installation of our Stage I LS2 engine conversion upgrade performance package for the 1997-2004 C5 Corvette applications. We are very pleased with the results of this package in that our engineering goals of docile, stock-like drivability were achieved, while still providing increased, emission-legal power all across the powerband under the modest redline umbrella of 6500 RPM.

DTE Stage I LS2 Engine Upgrade Conversion Package Includes:
- GM Performance Parts 6.0L LS2 engine assy.
- DTE ported, 90mm LS2 throttle body (optional)
- DTE ported, 90mm F.A.S.T. composite intake manifold (optional)
- High capacity fuel injector set (99-00 models only)
- DTE LS2 wiring harness conversion kit
- DTE custom ground hydraulic roller camshaft specifically engineered for this engine application
- Heavy duty dual valve spring set w/ spring locaters and shims
- Titanium valve spring retainer set
- HD Viton valve seal set
- HD hardened steel pushrod set
- DTE ported engine oil pump w/ PRV modification upgrade
- Underdrive crank pulley/harmonic balancer with matching underdrive AC/serpentine belts (optional)
- GM harmonic balancer bolt (optional)
- DTE 160* engine coolant thermostat
- DTE stainless steel AFR sensor bung/plug kit
- AC/Delco engine oil filter (2x)
- Break-in engine oil (2x)
- DTE PCV system modification upgrade
- Coil installation brackets (97-98 models only)
- Needle pilot bearing
- Misc. engine gaskets
- Misc. fluids, chemicals and sealants
- Chassis dyno power output reports before and after upgrades
- DTE custom performance PCM calibration
- Custom DTE fender badging
- Professional installation for O.E. appearance
- DTE 2yr./24,000 mile written limited warranty

Fully Optioned Turn-key Complete
1997-98 model years- $12,199
1999-00 model years- $12,399
2001+ model years- $11,999

*Optional items omitted will yield less net overall power than fully optioned package


Refinements Include
- Compatible with 91 and 93 octane pump fuels (93 preferable)
- 1997-2004 model year applications
- Reduced engine operating temperature range from O.E.
- Excellent 27-28 MPG fuel economy
- Emission compliant (Fed. only at this time)
- Drastically improved power area under the curve EVERYWHERE!!

Drivability Characteristics:
- Exhaust note carries just a *hint* of muscular gallup at idle with this mild camshaft grind (just enough to let everyone know this car is NOT stock)
- Idle speed nearly stock and smooth with, or without AC activation
- Absolutely PERFECT~ stock-type drivability in ALL ambient conditions, in ALL cases
- Drives like a completely stock vehicle until you step into the throttle
- Instantaneous reaction to throttle increases at ALL engine RPM
- No unwanted valvetrain noise
- Hot/cold starts O.E. transparent

Power Improvements:
All of the increased power and torque this LS2 performance package conversion produces, does so under the modest engine RPM redline umbrella of only 6500 RPM in an effort to enhance long-term engine/valvetrain durability and low-end torque. The power under the curve and the excellent steet manners this upgrade produces absolutely CRUSHES the O.E. curve in every single aspect! This combination we've assembled here not only makes the vehicle more efficient, but a real thrill to drive at all engine speeds!

R&D Development Vehicle Specs:
- 1998 C5 Corvette M6
- Moderate mileage accrued
- Dynatech HP exhaust system-long tube hdrs. w/ catalytic converters
- GHL mufflers
- O.E. fuel system, tire/wheels, driveline, gearing, etc, etc, etc...

Below are some figures we've documented from those tests and all subsequent dyno pulls were finalized on the same day, by myself personally, with the engine temps within 3* either way of the run preceding it. All control conditions varied by about 1.7% +/- throughout the testing session. Three pulls were made for each respective change for accuracy and the highest of the three was recorded.

Our custom PCM calibration which is used in tandem with these components, is written in-house using engine operating data obtained from the chassis dyno and from extensively driving the car in real-world conditions that would commonly be found in every day, go to work/in-town/cruising-type driving. Additionally, this calibration was specifically written conservatively to protect the engine's long-term durability by providing an area of cushion against detonation if poor quality grade gasoline is used for whatever reason and to provide flexability in the wide range of weather season environments this type of vehicle would typically be operated in varying geographical regions.

Dyno Cell and Vehicle Control Conditions at Baseline:
Date- 3-22-05
Ambient Temp- 50.17*
Intake Air Temperature- 53.33*
Absolute Barometric Pressure- 29.43 in./Hg
Humidity- 29%
SAE Correction Factor- .097
Rear Tire Pressure- 35 psi
Engine/Drivetrain Temp.- 205*
Vehicle Mileage- 34,994.0

Dyno Cell and Vehicle Control Conditions at Upgrade Completion:
Date- 6-11-05
Ambient Temp- 82.39*
Intake Air Temperature- 84.41*
Absolute Barometric Pressure- 29.28 in./Hg
Humidity- 52%
SAE Correction Factor- 1.03
Rear Tire Pressure- 35 psi
Engine/Drivetrain Temp.- 179*
Vehicle Mileage- 35,147.0


Baseline-100% stock w/ exception of Dynatech exh. system already installed on vehicle at time of arrival:
313.26 RWHP/333.23 RWTQ

DTE Stage I LS2 Engine Conversion Performance Upgrade Package:
442.69 RWHP/431.05 RWTQ

129.43 RWHP/97.82 RWTQ Gain Over Modified Stock!

Dyno Graph
Click Here

This performance package conversion upgrade is especially appealing for any C5 Corvette over a standard H/C package, because not only does your vehicle receive increased power from the larger engine displacement/combination, but it does so with a much BROADER torque curve that starts very early in the powerband, compared to a standard H/C change that requires a LOT of engine RPM to make power which typically still has a relatively late-starting, soggy torque curve overall. Additionally, you also have the benefit of having a COMPLETELY NEW engine installed into your car with ZERO miles using the latest refined GM engine parts, over a just a H/C only package that still uses your O.E., mile-accrued stock bottom end. Finally, the new 6.0L LS2 engine combination provides an excellent foundation for future performance enhancement modifications.

Our website will be updated shortly to reflect these new powertrain upgrades. Some compnents may be omitted from above package if your current combination already has them installed before the car is delivered to DTE. 2001+ cars may elect to retain the O.E. LS6 intake manifold/throttle body combination. (less overall power output) You will receive original components back not used for conversion (i.e. LS2 intake manifold, exhaust manifolds, valvetrain hardware, balancer, fuel rail, camshaft, original engine assy. etc, etc, etc.) These items may be sold to offset intial conversion cost.

Happy motoring folks and please give us a call/email with any questions/comments!



Best Regards,
Philip J. Rickard- President/Owner
Dynotech Engineering, Inc.
www.dynotech-eng.com

 

$$$$ ????????

 

Like we stated in the text in the first post- the dyno graph and pricing information will be added this evening..

Regards,
DTE

 

 

.



These LS2 set ups will be the new in demand ticket for C5 HP.

 

Is it even worth it for 442rwhp? Heads/Cam setups put down better numbers.

I think it's a great idea and if the price is cheap it'll be a great deal.

 

Keep in mind that these numbers are from an engine that is more like a daily driver than a race car. Still passes emisions, retains good gas mileage, no nasty loping while making trips to the grocery market. From the looks of it... this is more like a stage 1 set up. While the head cam at this power level are stage 3.

 

I'd bet the area under the curves will be much better with this setup. An aggressive heads/cam setup might have the high peak numbers your after.

 

1997-2003 LS1 & LS6 Corvette
383 Engine Package (Naturally Aspirated)
506 BHP/495 BTQ LS1*
544 BHP/529 BTQ LS6*

Performance Upgrade Package Includes:

Complete engine removal, inspection and disassembly
Performance internal/external cylinder case preparation
JE forged, lightweight aluminum pistons
Plasma moly piston rings
Lunati 4340 steel connecting rods
Lunati 4340 steel crankshaft
ARP high performance rod bolts
Clevite engine bearings throughout
Internal engine components deburred
Entire rotating assembly electronically balanced
Modified and improved engine oiling system
GTP stage 3 CNC ported and polished cylinder heads
Lightweight undercut stainless steel intake/exhaust valves 2.05"/1.60"
REV dual valve springs
Hardened steel valve spring cups and shims
Competition Cams hardened chrome moly pushrods
New GM valve seals
Five angle valve job
REV titanium valve spring retainers
DTE custom engineered billet steel hydraulic roller camshaft
Blueprinted to performance specs.
New GM head bolts and gaskets
Donaldson Blackwing high flow air induction system
Ported and polished throttle body
Ported and gasket matched intake manifold
Pinned harmonic balancer
New GM harmonic balancer bolt
10.8 compression ratio
All chemicals, sealants, filters and fluids
Professional installation
Chassis dyno testing and custom PCM calibration
DTE's written, limited 2 yr./26,000 mile warranty



Complete Package Price: $14,895.00



Options:
LS1 to LS6 cylinder head upgrade add: $895.00
Modified and blueprinted engine oil pump add: $175.00
LS1 to LS6 intake manifold upgrade add: $499.00
Billet steel main caps add: $475.00
Competition Cams heavy duty 3-piece timing set add: $195.00
160° engine coolant thermostat add: $59.95
B&B Tri-Flo, Bassani or Stainless Works stainless steel headers (see exhaust header section for more details)
B&B or Corsa stainless steel cat. back exhaust (see exhaust section for more details)
Corsa stainless steel "X" pipe add: $429.00
HD Clutch upgrade (see C5 clutch section for more details)
*Average w/ M6. Power output levels vary slightly depending on how vehicle is optioned.

Current normal installation time approx. 3-5 weeks from time of vehicle delivery.
Prior notification and scheduling required.

Automatic transmission and/or manual clutch upgrade strongly recommended at this power level for durability. Ask your salesman for complete details and options available.

Package option prices include necessary labor.


Judging by how much this crap costs it isnt going to be cheap....

 

Oversimply stated.....

As we said before in the original post, there is more to the power curve of any engine combination than just "peak" numbers that most folks often like to tout to sell parts or use for bragging rights... We really could care-less about "peak" numbers to impress someone on a dyno graph where max power typically occurs in the latter 1/4 of the powerband, which ironically most folks spend the least amount of time in anyway. Not to mention how much torque this combination produces so early in the powerband compared to any H/C out there with 440'ish RWP that has to typically be spun upwards of 6600 RPM to make any real power, but often lacks a *real* solid torque curve starting point until at least 4000+ RPM. It's not often one sees an O.E. engine combination such as this produce such an increase in power with a HUGE torque curve that this has, having only a very small duration/lift camshaft profile (under 222* @ .050") and be fully emission compliant with all of the O.E. emission components intact/functioning.

Our Stage I LS2 engine combination here does all of the things that one seeks in a torquey, HP street engine, but at low engine speed/redline AND is completely emission legal! Also, as we stated before in the original post...the entire engine is now NEW, so the solid foundation is already in place for future modifications to build upon, which is especially beneficial for the older 1997-2000 Corvette's with the lesser-quality bottom end connecting rod bolts (compared to 2001+) that will continue to age from time and mileage.

We've really only touched the surface on the power output potential of this upgrade, because as we design more aggressive camshaft profiles for this combination, the power output will significantly increase, but do so in a clean, civilized fashion that will not sacrifice our engineering goals stated in our first post. Build a street engine around torque first and the power will follow/come automatically if the engineering is sound from the start, which makes the car will be a real ball to drive without sacrificing sought-after street manners. We've always done it that way and always will...


Regards,
DTE

 

98stocker-
All of that information from our website you posted is old, outdated data from nearly two years ago..... As we already stated in the first post, our website will be updated with these new performance upgrades shortly.

Regards,
DTE

 

the site being updated would be greatly appreciated.

 

Pricing added in original post.

Additional power may/can be acheived with more aggessive camshaft profiles, so please ask if you would prefer a substitute for the same cost.

BTW- This car is "1badc5GoStrong" 1998 M6 Coupe for those that have asked via email.


Regards,
DTE

 

Hi Phil,

Could you post the dyno graph so we could see how fat the torque curve is? Thanks.

Chip

 

wow

thats 96$ per RWHP at 12199$ for the package

 

That looks like a terrific daily driver setup.

Is stage II a 402 ci upgrade ?

Mark

 

This would also be a outstanding choice for a Vette with high miles that could use a new short block. Good job Phil

 

Not to bash dynotech but id rather have a cartec enigine, i have alot of trust in them

 

I assume you are talking about Carte(k), and I am sure they make great stuff....but they are a long ways away from us corn eaters here in the midwest. Also, are they offering a package like this or are you talking about their H/C or stroker kits?

 

darn it,, Phil...all I want is a cam, forged bottom end and more power....besides,,I like being blown..