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[Z06] Another HCI build with K501, E85, and Tony Mamo MSD
C6 Corvette ZR1 & Z06General info about GM’s Corvette Supercar, LS9 Corvette Technical Info, Performance Upgrades, Suspension Setup for Street or Track
Another HCI build with K501, E85, and Tony Mamo MSD
Since AZDave47 started his build thread using the same shop and nearly identical components, I figured I should start one too !!!
My car originally ran the Katech 110 cam (gen 1), unported FAST 102, and static compression around 11.6:1 with a .030 shave on my WCCH Stage 2 heads.... the original build being :
WCCH Stage 2 porting with .030 milling and CHI bronze guides
Halltech MF013 CAI and shroud
NW 102 TB
FAST 102 intake manifold, not ported
60 lbs injectors
New OEM fuel pump and Racetronix hotwire kit
OEM titanium intake valves, PSI 1511 springs, Ti retainers
new OEM exhaust valves and lifters/tray
Katech 110 (ver. 1) cam and tensioner
Comp trunion kit on new OEM LS7 rockers
ARP head bolts and crankshaft bolt
Trend pushrods
B&B 1 7/8" headers (coated)
Akrapovic titanium x-pipe, no cats
OEM ZR1 catback
New OEM oil pump
Katech LS9X dual disk clutch w/aluminum flywheel
new OEM slave cylinder
remote clutch bleeder hose
Originally tuned for both E85 and pump 91...... Dynojet SAE dynoed 553 to 570 RWHP depending on fuel.
The engine has been pulled, due to a block deck issue that allowed engine coolant into the lifter galley. We think that the rotating assembly will be OK (upon inspection, yet to be performed), and the block can be decked and re-used. The plan is to change the following:
1) forged pistons to raise static compression to a full 12:1 with my .030 WCCH stage 2 heads
2) re-bushed OEM titanium rods
3) re-finshed OEM crank
4) ATI damper
5) Katech K501 cam
6) another set of OEM lifters
7) thinking of ARP head studs this time, to support a shot of nitrous
8) MSD intake, ported by Tony Mammo
9) Walbro 450 E85 fuel pump
Also thinking of a LPE modified oil tank (I'm a MY 2006), maybe a full compliment of Aviad components (windage tray,sump baffle/vent, pan trap) to address oil starvation when on the track.
Since the work is being done over at CPR, where AZDave47's car is being done, it should be interesting to see how both engine packages compare on the same dyno.
I'm just trading cars with Joe so I can borrow his truck to buy a table, so giving him the vette. My heads have 20k miles on them, trouble free. While he has it he is going to swap valve springs just because they have 20k miles.
I'm just trading cars with Joe so I can borrow his truck to buy a table, so giving him the vette. My heads have 20k miles on them, trouble free. While he has it he is going to swap valve springs just because they have 20k miles.
People are asking about the dyno chart I posted.
Run file 30 in blue is 91 pump gas...
Run file 33 in red is E85....
And, yes...the tunes and dyno chart reflects the readings from the Dynojet pulls within 30 minutes of one another, so they are directly comparable. E85 DOES add that much more average power on my original combo of 11.6 compression and 110 Torquer cam, which had a fairly high dynamic compression
I think CPR did 5 or 7 LS7's last month and 3 so far in May with more coming in later this month.
Victor, you should have a stout engine with that bottom end work.
I guess we'll see each other at the Mojave airport in October! 200 MPH here we come (I hope).
Yep, I've been wanting to run the Mojave Magnum for a few years now !!! If I remember they give a buffer of 5 MPH ? 205 MPH would be a really cool certificate to put in a frame
Yep, I've been wanting to run the Mojave Magnum for a few years now !!! If I remember they give a buffer of 5 MPH ? 205 MPH would be a really cool certificate to put in a frame
You remember correctly. They have also instituted a new breakout DQ points system. They have verbal warnings, written warnings and leave now and we'll tell everyone discussions. They do not give time slips for breakout runs. Registration opens in about 6 weeks and will probably fill up quickly.
Dave.....here's my best dyno pulls when "stock" . I had a Halltech MF102 and OEM ZR1 exhaust on the car, but all else stock including tune....91 pump gas Left the car on the dyno for last two pulls to let engine coolant cool down before making last pulls
Dave.....here's my best dyno pulls when "stock" . I had a Halltech MF102 and OEM ZR1 exhaust on the car, but all else stock including tune....91 pump gas Left the car on the dyno for last two pulls to let engine coolant cool down before making last pulls
Closer than I would have expected with the Halltech 102, temps were in the same ballpark. Was that Extreme Speed's dynojet?
Closer than I would have expected with the Halltech 102, temps were in the same ballpark. Was that Extreme Speed's dynojet?
LPM's dynojet.
Note that my dyno numbers are shown in SAE correction with a Smoothing 5 setting. If I set the chart to match your's at Smoothing 0, I jump a few more horses
The original Halltech on there with the shroud doesn't take advantage of any cold air induction on a dyno when the cars are run with their hoods open.
The engine has been pulled, due to a block deck issue that allowed engine coolant into the lifter galley. We think that the rotating assembly will be OK (upon inspection, yet to be performed), and the block can be decked and re-used. The plan is to change the following:
1) forged pistons to raise static compression to a full 12:1 with my .030 WCCH stage 2 heads
2) re-bushed OEM titanium rods
3) re-finshed OEM crank
4) ATI damper
5) Katech K501 cam
6) another set of OEM lifters
7) thinking of ARP head studs this time, to support a shot of nitrous
8) MSD intake, ported by Tony Mammo
9) Walbro 450 E85 fuel pump
Curious to know what the deck problem was? Careful with the spray and stock liners. Have you considered getting the block re-sleeved, seeing how it's already out and all......
Curious to know what the deck problem was? Careful with the spray and stock liners. Have you considered getting the block re-sleeved, seeing how it's already out and all......
It appears that a tech may have used an abrasive tool/product to remove the original head gasket material at the back of the block when I had the heads done several years ago. The deck surface between the water jacket and the lifter galley was no longer flat on cylinder's 7 and 8, allowing coolant to seep past the head gasket into the lifter galley.
It appears that a tech may have used an abrasive tool/product to remove the original head gasket material at the back of the block when I had the heads done several years ago. The deck surface between the water jacket and the lifter galley was no longer flat on cylinder's 7 and 8, allowing coolant to seep past the head gasket into the lifter galley.
I can't believe how many people still use a Scotch Brite Roloc disc on aluminum heads/blocks. Not only does it make the surface wavy, but you introduce the small fragments from the scotch brite pad, right into the engine. I think people just like using air tools
All you need is some brake parts cleaner on a rag, to get the small amount of old head gasket material off.
I can't believe how many people still use a Scotch Brite Roloc disc on aluminum heads/blocks. Not only does it make the surface wavy, but you introduce the small fragments from the scotch brite pad, right into the engine. I think people just like using air tools
All you need is some brake parts cleaner on a rag, to get the small amount of old head gasket material off.
Yep, unfortunate but I'm moving forward. If it were not for the tapping sound from a broken lifter that was being diagnosed by CPR (which pulled a valve cover), it could have been worse. I had solid oil pressure and operating temps, car ran strong (other than the broken plunger), so the hope is that the rotating assembly is ok. The tear down has begun on the short block to inspect everything so hopefully everything checks out and we can move forward with the build.
05-18-2016, 05:29 PM
Another HCI build with K501, E85, and Tony Mamo MSD
