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[Z06] Bauer Motorsports Build: WCCH All Pro 290, Solid Roller, ERL 454, 14:1 SCR
C6 Corvette ZR1 & Z06General info about GM’s Corvette Supercar, LS9 Corvette Technical Info, Performance Upgrades, Suspension Setup for Street or Track
Bauer Motorsports Build: WCCH All Pro 290, Solid Roller, ERL 454, 14:1 SCR
It's been a great time so far in the planning phases of this new build. I've spent numerous hours discussing engine details, valvetrain components and geometries with some really awesome people across the industry and community, so this build has much more of a feeling of collaboration than my previous builds. Before I ordered a single part or spent a single dime I tried to ask questions and learn, learn, learn. With this build, I'll be putting my very best foot forward and trying to do everything a garage DIY'er can do to optimize the top end on my 454.
First......the cylinder heads. There were so many great options out there from MAST 305s, to BES CIDs, to LME that it made it a very hard decision. I really struggled with this, since cylinder heads are such a large part of the airflow equation. I ultimately decided on WCCH ported All Pro 290 heads. They have a phenomenal peak flow of 433 CFM intake and 265 CFM exhaust but those peak flow number do not compromise the low and mid lift numbers which are also quite exceptional. We are going with the 64cc chamber program, so very small chambers with no milling, and WCCH is milling them .018-.020" to achieve a final combustion chamber volume of 60cc. Combined with .045" Cometic head gaskets on my 454 we will be right at 14:1 (well, 13.96...I'm rounding up and no one can stop me!).
-All Pro/Victory 1 Titanium Intake Valves, 2.250"
-Solid SS Exhaust Valves, 1.600"
-CHE Bronze guides
-PAC 1386 dual valve springs. We wanted to run the new Comp Cams Dual Conical springs but the correct sized retainers are not yet available for the All Pro valve stem sizes.
Seat Pressure: 245 LBS @ 2.000
Open Pressure: 655 LBS @ 1.200
Spring Rate: 513
Max Coil Bind: 1.150
Max Lift: .800
Next we looked at the valvetrain as an entire system. I knew I wanted a true shaft rocker system with steel rockers so we could get max cycle life out of the rockers since this is a street car. The decision came down to Crower or T&D as the best fit for the goals of the car, the Crower are slightly less expensive, the T&Ds cost a bit more but the T&D's have forced axial and nose oiling with tiny oil passages drilled into the rocker bodies. I think this is just too cool and perfect for my engine, so I chose the T&D rockers with the steel bodies ($600 option).
And finally, for right now, the Camshaft. I called Comp Cams and spoke to the techs there about my goals, the engine specs, the cylinder head specs, and my use of the car. We decided on some RX and RZ lobes that should really work well on this engine. The RX lobes, according to Comp: "..are similar to the RT Series but are designed for a higher RPM operating range. These were developed to allow the performance of RT designs in applications that operate well over 8400 RPM, such as the NASCAR engines. RX profiles were developed using dynamic testing to ensure stability over 9000 RPM, even when coupled with a 1.7:1 rocker arm." Specs are: 265 / 276 .781"/.786" 114+0 LSA. I'll be looking to install this cam with 0 advance to really explore the top end of the tachometer.
My goals were "no more surge than I have now, more hp, more optimized for my valvetrain parts". The new MSE micropolished finish of the cam will be a welcome cherry on top with this new cam, along with 3 fewer degrees of overlap compared to previous (43 degrees down from 46) thanks to the wider LSA.
The parts are all coming together now and I imagine I'll have the engine apart and back together within the next month. My wife is expecting our 3rd child very soon so I'll have a newborn in one hand and a torque wrench in the other.
Very nice Sir! Will certainly be and interesting compare to your previous setup. This style of setup has served me well on my 632cu in. motor in the past, I foresee great things with this combination and your LS 454.
I was in a somewhat similar situation, I had a big name recommended shop that I ended not being 100% happy with probably mostly because I was too new to explain what I wanted and they didn’t take the time, just bang out a cookie cutter build, plus a few other issues. I won’t name names publicly because I never told them to give them the chance to make it right so I don’t think it would be right to name names in my case. So I feel you! I’m glad AHP is taking care of me now, very different experience to have someone take the time to understand where you are coming from and guide you and with great communication. I’m bummed for you that you had a bad experience.
I was in a somewhat similar situation, I had a big name recommended shop that I ended not being 100% happy with probably mostly because I was too new to explain what I wanted and they didn’t take the time, just bang out a cookie cutter build, plus a few other issues. I won’t name names publicly because I never told them to give them the chance to make it right so I don’t think it would be right to name names in my case. So I feel you! I’m glad AHP is taking care of me now, very different experience to have someone take the time to understand where you are coming from and guide you and with great communication. I’m bummed for you that you had a bad experience.
Hope to see the car in person someday!
We definitely need to meet up soon! That's good that you were able to move away from a bad situation and make great things happen with your new build. I've seen your attention to detail with the things you do, your results are going to be just awesome. You can see here that I am not nearly as daring as you are in terms of static compression. We could have gone big (and still can...) but 14:1 is pretty stout for a car that is 95% street. Aiming for a compromise of longevity, ring life, starter function, and pump E85. The general consensus is that more would have been ok with more aggressive cam timing and a later intake valve closure, but I'm really at the limit of the amount of surge I want in my street car.
Josh, I see the Ti intakes, did you contemplate Ti or hollow stem exhaust? Whats your ETC for the entire build?
I asked for Ti exhaust valves, at the suggestion of a trusted friend. Richard talked me out of them, citing several of his other customers who have solid SS exhaust valves in the 8500+ rpm range and that they would be overkill on my application. I could probably still phone in a change on the exhaust valve for the hollow stems but I really just wanna go with Richard's recommendation I think. He's extremely confident the valves are ideal as is. Pretty awesome when you have a vendor turning down extra sales in favor of choosing the right parts.
I'll get the engine together as soon as I can. I'm VERY anxious to see how it performs. I imagine the timeframe will be 4-8 weeks. I'll have the heads and lifters in a week, the cam this week. Richard is going through a few extra steps right now to perfect my port match to the Hi Ram intake. Really going above and beyond. One option right now is that he might create a CNC program that will open up the heads on a nice taper. I can't say enough about how awesome it has been to worth with WCCH so far.
I think you have made some great choices in your new build. Josh, you have indicated your car will be mostly street driven so I assume you will be using 91 octane fuel or is the plan to use E85?
I think you have made some great choices in your new build. Josh, you have indicated your car will be mostly street driven so I assume you will be using 91 octane fuel or is the plan to use E85?
07-10-2018, 06:24 PM
Bauer Motorsports Build: WCCH All Pro 290, Solid Roller, ERL 454, 14:1 SCR
. This keeps getting wilder!
