seanr,
I’m sure 700rwHp is very possible :reddevil , just don’t know what boost number.
Lets wait and see :D

BTW: I believe this car made ~490rwHP NA, so 700rwHP would be like 43% increase.
Then again that was before the CR was dropped and I’m sure timing is different now to, so it’s hard to say what the actual gain is….

You can try dividing by 2, but it’s not accurate estimation. Like I said they’re way to many variables involved.

Remember: boost is just a measure of the back up at the intake. You really need to know the mass flow to figure out the HP.

 

Hey EUG, how is it coming along? Give me about a month and we will see how much the ATI can take :D

 

Great #s Nick, with awsome potential. Belt slipage was the last problem area for my SC project as well. With slippage I dropped back to @450RWHP. After an idler pulley change and different kind of belt, we jumped from 4 to 8#s and 548.7RWHP SAE. We also opted to Keyway.
Good luck!
JB

 

Great Numbers Nick! Sounds like this will really be a potent package.

Good Luck,

Tom

 

Nice. The beauty of this setup is that given the progessive buildup of boost, this future 700+rwhp machine will require surprisingly little tire to stay hooked up. I had a 580rwhp Vortech'd 381cid Trans Am and with proper tire burnout, I was able to floor the gas in 1st gear on Firestone SZ-50s (245/50R16) without any wheelspin...I did end up getting a disappointing timeslip in that run cause I broke the tires loose on a hard shift to 2nd (11.83 at 129.x mph).

 

What should be done to the rest of the drive train to handle all that power?

 

Wooohooo! Great work Nick! :yesnod:

Jim

 

Ok Nick .... I think it's time you adopt me ! (Great job, btw !) Keep us posted !

:chevy = :yesnod:

 

Hey Nick, what can you tell us about the Holley intake????

 

WOW! Looks good Nick! I am sure you will see the HP you are aiming for as the RPM rise and you see the extra few pounds of boost. Now here is my question for you. What kit are you using? What psi is this kit suppose to run on a stock LS1? The reason I am asking is I bought the ATI kit that will turn 9psi on a stock motor but I want to know how much boost we are going to see with my motor? I think I will see about 6psi and that is good for me. I only have the p600b and not the D1 like you have so I would have to spin the hell out of it to see anything over 8psi on my motor.

I will be calling you next week to book the appointment for this April (END) or early May.

If you can get back to me on the psi question that would be great. Thanks nick talk to you soon,
Jason Skaff
SHP Racing

 

i'm impressed with the #'s.

 

Belt slippage issues:

We have decided to come out with the ARE D1 tunner race kit! This will be the standard D1 kit from ATI minus a few things(to save the customer some money) and add in our own pully,balancer,tensioner, fuel injectors, fuel system upgrade and possible program. We spent most of Sat. looking at the kit and have began the upgrade, we hope to have something by late next week at the earliest. The one that I posted about earlier is on its way back home as the customer was content with the power at a lower boost level for now and will receive the updated components at a later date.

We will be selling this update kit components to those that have the kits already and are having this problem,or will deliver the entire kit (there will be savings here) with all the updated components in one complete unit.

ANSWERING A FEW QUESTIONS:
The holley intake is not much better than the Ls6 out of the box but with a bit of work will be an asset to most applications. We are also working on a diff. intake that is designed for FI or larger inch Ls1's.

As EUG stated(very well I may add) power level is depicted by the amount of CFM the compressor can deliver and not what "boost" the engine has. Which one will make more power? The D1 head unit is good for 900flywheel hp and our TT kit in its current conf. is good for just under 800flywheel hp. The D1 unit is a "bigger" compessor than the twins put together so if both were running at potential the D1 will make more PEAK power. We will also do a more aggressive package if there is a demand.

Our updated kit should be able to deliver 12lbs on a large inch (400+) engine, this can be up to 16+ on a smaller engine. The smaller engines will tend to have less of a problem with belt slippage due to the slower acceleration of the engine through the rpm range, the bigger engines have more trq and accelerate faster to peak rpm thus giving the belt a harder time to keep up on top of the drag from the blower as the boost increases.

427 SC VS 427 TT 700 RWHP/700 RWTRQ
COST:
The 427 ATI in and out with a set of custom 1 7/8 stepped headers will be in the $28,000 to $30,000 range depending on options and the 427 TT with twin 40mm will be in the $35,000 range depending on options. This does not include the trans upgrades required for either package, trans upgrades will range from $1000for the M6 and $3000 for the A4.

As for pros and cons this has been discussed at lenght already and will say that the TT has no possible belt issues the blower can have but costs a bit more.
Hope this helps

 

Nick, I will give you a call on monday to talk to you about some details and getting my car up there, as MattG has convinced me. Did you ever get my email? I hope everything is ready to go soon :D

 

:cheers:

 

Nice job Nick and Wade!

Bob

 

:eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek: :eek:

That is very, very cool. :cool: :cool: :cool: :cool: :cheers:

 

Good thread---I will be watching for slippage.

 

I´m yet saving money for something like that!!!! :D

Michael