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[Z06] 2006 Z06 Dyno with LG Pro Long Tube Headers

 
Old 09-29-2005, 10:18 AM
  #61  
RatRacer
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I imagine there are a few concerned Viper owners reading this.
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Old 09-29-2005, 10:26 AM
  #62  
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Originally Posted by RatRacer
I imagine there are a few concerned Viper owners reading this.
Yes ... you know it.... this kind of news is a SHOT HEARD ROUND THE WORLD. The # of hits these LG threads are getting proves its wide dissemination to the autoworld.

Talk about some great press for Lou and his crew !!!! His header business will rocket ahead.
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Old 09-29-2005, 11:28 AM
  #63  
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LOL

It’s amusing to me that so many of you guys are so surprised, shocked really to see these numbers.

I’ve been saying it all along: ~500rwHP with bolt ons. (some nice 1 7/8 headers, intake, tuning, no cats perhaps) ~550rwHP with cam, ~600rwHP with full out heads/cam.
Why was it so hard to believe?

Similar numbers have been achieved by 427ci LSx motors for a looong time now, and LS7 is even better, so why wouldn’t it. It just makes sense.
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Old 09-29-2005, 12:09 PM
  #64  
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Video....video....video....
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Old 09-29-2005, 12:25 PM
  #65  
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OK I have a couple of Q's

1. Let's say that it is using 91 octane instead of 93? What would be the HP difference?

2. Was this a dynojet or mustang? The other guy got 454 rwhp with a mustang dyno.

Great number 40+ hp with half an exhaust AMAZING.
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Old 09-29-2005, 12:26 PM
  #66  
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1. Where is the video?
2. Where is the video?

What does it sound like and can I crew for you at Laguna?
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Old 09-29-2005, 12:43 PM
  #67  
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Dam !!!!

Imagine what tuneing will do
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Old 09-29-2005, 01:02 PM
  #68  
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Originally Posted by C6400hp


anybody want to loan me 20k? I NEEEEEED a Z06.....
What interest rate did you have in mind?

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Old 09-29-2005, 01:03 PM
  #69  
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Originally Posted by LG Motorsports
Hi guys,

All this information is with our LG pro Long Tube system WITH cats.

This Z06 is owned by REDLINE OIL president, Tim Kerrigan. He had the car sent directly to us at LG Motorsports. We appreciate his confidence in us.

I will start with some facts. We installed the headers today with only one minor change to our 3" mid pipes. The C6 necks down to 2.5" but the Z06 has 3" mufflers. This only required a small change in our system to eliminate the 2.5" neck down and continue our 3" pipes to attach to the stock 3" mufflers.

ok Results. First I have to clarify some knowledge that I gained in the last 24 hours. Without being able to tune the PCM, Temperature makes a big difference. I am sure that Temperature also lowered our Base line numbers also. So the 443rwhp would have been higher had we cooled the car down more before we did 2 runs back to back.

Our "After" header install numbers were not up to where we thought they should be so we let the car cool down for about 30 minutes then we did 4 pulls in a row with only 2 minutes seperating each pull.

There is no way that I was going to just pick the best After pull and call it good.

Here is all the information for you to digest. the temp on the 3rd or 4th after pull was about equal to the baseline pull, so use this information wisely.

Also note that once we can get into the computer we will be able to go in and "affect" the changes in timing and other parameters that are pulling the power out.

The air fuel went from a 12.2 on the best run to an 11.7 on the worst run (in the 4 run graph)

The first graph is the base line, with a warm engine) against the cool engine pull with a 30 minute cool down.

The second graph is 4 pulls in a row, 2 minutes apart showing heat build up and the effects of the heat on the power.


Base line/After header install with cool engine



4 pulls in a row below


You can see that the computer pulls about 16 rwhp out and 13rwtq
by doing 4 pulls back to back within 6 minutes total from starting the first pull.
Tuning will solve this easily.


Then just for fun, I pulled the air filter and made a quick pull before i left for the day. the car had been sitting for over 30 minutes.

The stock exhaust maniford is a real impedement to making power ! When I saw the stock manifolds I knew these were going to be a problem .Fuel/air ratios closer to 13:1 will help as well. A mild cam change will surely get us 500++ RWHP Getting 60-80 additional RWHP should be relatively cheap
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Old 09-29-2005, 01:35 PM
  #70  
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Originally Posted by EuG
LOL

It’s amusing to me that so many of you guys are so surprised, shocked really to see these numbers.

I’ve been saying it all along: ~500rwHP with bolt ons. (some nice 1 7/8 headers, intake, tuning, no cats perhaps) ~550rwHP with cam, ~600rwHP with full out heads/cam.
Why was it so hard to believe?

Similar numbers have been achieved by 427ci LSx motors for a looong time now, and LS7 is even better, so why wouldn’t it. It just makes sense.


The most drivable package, in my opinion would use 1 3/4" headers until you get into a full blown race engine. And even with that, the LeMans C6-R Corvette uses 1 3/4" headers.

There is this mindset with headers that, "bigger is better" but you won't see even a Winston Cup NASCAR with big primaries.

It is all about flow, and these engines are still just air pumps. The exhaust port is the same size as the C5 LS6 engine and the valve size is still only a 1.6" valve. SO it would make no sense to put a header on where the pipe was bigger than the port. The only thing that would make sense would be a "Stepped header".

The Velocity of the exhaust will be maintained with the 1 3/4" Then the Z06 system goes back to a full 3" system from the engine back. Our system has always been a 3" system.

I will admit that a fully built 427, just like before the Z06, will benefit from a 1 7/8 header if the cylinder head is opened up to match the larger primary. But only in the higher rpm range. that is why the Lemans team runs 1 3/4" primaries. But as always the low end will be traded off.

Thanks. Didin't want to turn this into another header debate. The only thing we plan to do for the future is to build a stepped header sometime next year for bigger applications. I will favor power in the lower rpms always over a peak number from a big header. Do you see the torque at 2500??? over 400 rwtq from the instant the pedal hits the floor. And this is stock!

Thanks

Lou Gigliotti
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Last edited by LG Motorsports; 09-29-2005 at 01:46 PM.
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Old 09-29-2005, 01:48 PM
  #71  
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I'm going to come right out and say it. When my car comes in, I'm going to run high 10 second 1/4 s with a stock motor, a set of these headers and a tune, as long as I can get a 60' time around 1.8

Mickey
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Old 09-29-2005, 02:21 PM
  #72  
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Here are two photos of the stock Z06 exh manifold.

Note that the original LS1 gaskets will fit perfectly. then check out the small compressed outlet openings.



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Old 09-29-2005, 02:26 PM
  #73  
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Congrats on the new car and the already huge increase in power. Have a good time out in CA. Make sure you take the keys to your new hotrod. I know how the guys like to go on "test drives"

Randy
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Old 09-29-2005, 02:41 PM
  #74  
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how did the car sound with the long tubes on?
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Old 09-29-2005, 02:48 PM
  #75  
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Thanks for the info Lou! Looks like alot of potential in this engine---and I think "this baby feels very strong right out of the box!". I'll think about headers after I get used to the 405 to 505hp jump. Just curious on price for the headers and will the computer tune be available in the next few months? Thanks for posting---your input is always informative!
----Damian
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Old 09-29-2005, 03:01 PM
  #76  
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Originally Posted by LG Motorsports
The most drivable package, in my opinion would use 1 3/4" headers until you get into a full blown race engine. And even with that, the LeMans C6-R Corvette uses 1 3/4" headers.

There is this mindset with headers that, "bigger is better" but you won't see even a Winston Cup NASCAR with big primaries.

It is all about flow, and these engines are still just air pumps. The exhaust port is the same size as the C5 LS6 engine and the valve size is still only a 1.6" valve. SO it would make no sense to put a header on where the pipe was bigger than the port. The only thing that would make sense would be a "Stepped header".

The Velocity of the exhaust will be maintained with the 1 3/4" Then the Z06 system goes back to a full 3" system from the engine back. Our system has always been a 3" system.

I will admit that a fully built 427, just like before the Z06, will benefit from a 1 7/8 header if the cylinder head is opened up to match the larger primary. But only in the higher rpm range. that is why the Lemans team runs 1 3/4" primaries. But as always the low end will be traded off.

Thanks. Didin't want to turn this into another header debate. The only thing we plan to do for the future is to build a stepped header sometime next year for bigger applications. I will favor power in the lower rpms always over a peak number from a big header. Do you see the torque at 2500??? over 400 rwtq from the instant the pedal hits the floor. And this is stock!

Thanks

Lou Gigliotti
At what point will the RWHP be insignificant because the car will be unable to hook-up? I'm hoping not, but curious, that wheel hop will play a major issue. How is that dealt with (on stock tires)?
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Old 09-29-2005, 03:14 PM
  #77  
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WE WANT VIDEOS!!

Amazing numbers, god, I better start saving my money
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Old 09-29-2005, 05:17 PM
  #78  
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Originally Posted by MIC5EY
I'm going to come right out and say it. When my car comes in, I'm going to run high 10 second 1/4 s with a stock motor, a set of these headers and a tune, as long as I can get a 60' time around 1.8

Mickey
This car may go tens bone stock with sticky tires. Let us know when you get your car and I'll go with you.
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Old 09-29-2005, 05:44 PM
  #79  
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Originally Posted by LG Motorsports
Then just for fun, I pulled the air filter and made a quick pull before i left for the day. the car had been sitting for over 30 minutes.


Why didn't you pull the cats as well !!!
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Old 09-29-2005, 05:48 PM
  #80  
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Lou,

We know your really busy but we are dying to see and hear a video of the beast with your headers.......
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