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Something wicked this way coming from HPR to the FNBADAZ06
C6 Corvette ZR1 & Z06General info about GM’s Corvette Supercar, LS9 Corvette Technical Info, Performance Upgrades, Suspension Setup for Street or Track
Something wicked this way coming from HPR to the FNBADAZ06
I haven't been as active on this board in the last year or so, other than my WCCH refresh post, the titanium rod failure post, the 3.90 rear gear post, and most recently the 4LT Centennial Edition interior upgrade and stereo upgrade.
It's been a busy year or so, and the last phase of the car's drive line enhancements is about to bear fruit.
A number of my ZVO friends on FB (and here) have known this was coming down the road, and with as many questions as I've been getting on FB, I guess I'll begin the thread that covers the new engine build that is nearing completion over at Horse Power Research (HPR).
I'll begin fleshing out some of the build details in this thread, along with pics supplied by HPR, but this is another HPR 468 LS build
There's been a few of these 468's starting to show up now, with Louis at G Speed, Feras with his Optima Challenge car, and recently Jeremy with his big power N/A build. You can follow those threads to review the different combinations of cams, intakes, headers, etc. in the following threads.....
Bear with me on this, as being the holidays I'll be doing a bunch of traveling, but I'm hoping, God willing, that the engine will be completed and ready for ENGINE DYNO time in the first few weeks of January, with installation, chassis dyno tune and testing, and maybe even some track data from the 1/4 mile and 1/2 mile following closely thereafter.
Pretty exciting times for me and the car...a journey which began back on April 14th, 2008
After much deliberation and looking at my options, I chose Horse Power Research after they debuted the 468 stroker package. I'm an old school N/A big block guy, who used to play with and drive Chevy big block muscle cars with big square port heads and solid lifters, so this new setup appealed to my nostalgic side
I've owned a number of big block 1st gen SS Camaro's, 68 to 70 Chevelles, etc. that were my daily drivers back then....4.56 gears and all.
Big cubes, big compression, and RPM...EPA be damned.
So, I pulled the short block, crated her up, and off she went to north Texas
Anthony got her on an engine stand to begin disassembly, and to assess the overall damage and see what was salvageable.
It wasn't a pretty sight.
So, what exactly is a HPR 468 short block, and how do they get to this amount of displacement with a production spec LS7 block ?
Straight of their web site....
"HPR 468 LS Short block
One of HPR's signature short blocks is the standard deck height 468. This means you have no physical size changes of any normal production LS engine so fitment in tight spaces like a late model Corvette requires no special headers or hood for install!
The HPR 468 is one of our own designs and features some exclusive components only found here. Erik designed this package to extract the most displacement from a sleeved std aluminum LS engine block without having to go to a tall deck engine block that may have fitment issues in some builds. The 468 features a 4.185" bore and 4.250" stroke.
Pistons used our of our own Erik Koenig's design and are manufactured by the best in the business, Wiseco pistons. Ultra strong H beam connecting rods link them to a forged crankshaft secured by ARP studs.
Currently we have customer making over 725 rwhp using this engine with no power adders, std FAST intake manifolds and 93 octane pump fuel and street friendly cam packages.
Features:
Darton sleeved Gen IV LS aluminum block
ARP Main stud kit
Forged steel crankshaft
Forged connecting rods
HPR exclusive designed pistons
HPR designed and spec piston ring pack
All components Ultra Sonic washed before assembly
Machine work and assembly done in house at HPR
Your choice of 24x or 58x crankshaft reluctor wheels
Short or Long post crankshaft for normal oil pump or OE dry sump
I didn't have a specific horsepower in mind with this build, other than I expect it to out power my original setup which was a 12:1 compression, Katech K501 cammed setup. My original setup made somewhere around 600 RWHP and 510 TQ running on E54.
Being that I'm a flex fuel car, I chose to bump the compression another full point on this build, targeting 13:1.
I recently had my rear diff rebuilt with a set of Motive 3.90 gears, so my cam selection can be a bit hairier than my last setup to take advantage of the larger bore/stroke and the compression bump.
After getting the block back from RED, the sleeves require a bit of attention to clear the rods swinging from a 4.250 stroke crank shaft...... so HPR does a bit of "massaging"
Can I first say that JoshB is a bad influence !!!!!
Short story is earlier this summer Josh mentioned to me about a group buy he was putting together to purchase WCCH's All Pro LSW-1 heads. Before I realized I had a fatal rod issue, I jumped in with both feet and was on my way to changing up the top end of my original 427 setup.
As you've all read in Josh's build thread, he purchased the heads and began the process of matching the specific hardware required to run these heads........ shaft rockers, off-set lifters, piston to valve clearance, et al.
Once I discovered my rod issue, my top-end updates turned into a full blown mushroom cloud of financial decisions. After much deliberation, I had WCCH refresh my existing Stage 2 heads and sold them to a friend who also has a C6 Z06, to offset the head purchase at WCCH.
My desire to keep pace with Josh's power goals had to be tempered, so with my tail between my legs, I stepped out of the race and "downgraded" to a full on Brodix BR7 BS 275 setup
I'll be running the Crower shaft rocker setup that WCCH sells for use on both the All Pro's and these specific heads, a titanium 2.250" intake valve and 1.615" Inconel exhaust valve, and whatever milling is required to bring the chambers down to 65cc 's.
In addition, Richard is performing some additional clearancing in the to allow at least a 7/16 pushrod to fit into the head. After all is done, he will be putting the heads on the flowbench to get my actual numbers so that a cam selection can be designed.
Speaking of cams, I've been watching and listening to what Billy Godbold has been doing as of late over at Comp Cams, and the new dual conical springs are very appealing to me. Once we get the actual flow numbers from Richard, we can start discussing a new billet cam with their new MSE process applied to it and see if the new springs would be a good match.
Valvetrain stability and strength is going to be paramount to the RPM range I'm aiming for.....roughly 7000-7200 RPM with rev limiter set to 7700. The heads should be capable of feeding 468" of hungry LS7, and with 3.90's in the rear, it ought to get there pretty smartly
For those who don't partake in our little ZVO group on FB, it's been hotly contested and debated.....the ported MSD versus the Holley hi-ram.
I currently own a Mamo ported MSD that I ran on my old setup, matched to a set of 60 lbs Seimen Deka injectors and a NW 102 throttle body. With a Walbro 450 in the tank, a Racetronix hotwire kit to feed it a full 14+ volts of power, and a DSX flex fuel kit, my original 427 was able to muster a SAE corrected 600 RWHP and 511 TQ, with it peaking at around 6800 RPM.
While I was never fully able to realize the full potential of that setup (due to various clutch and torque tube failures), I was never the less able to click off a 10.40@134.75 MPH in 2300' DA, on an average (for me) 60' of 1.52'. 166.1 MPH standing start 1/2 mile runs at NFZ Arizona........ and an unofficial "Mexico" trip, but VBox verified, standing 1 mile of 194.1 MPH and 1.5 coming in at 204.4 MPH.
This was done with my 3.42 rear gear and original MN6 T56 transmission.
I've since stepped up to a 3.90 rear gear and ZR1 specd MH3 TR6060 transmission, with the .81 5th and .67 6th, to maximize acceleration across the width of my usable RPM range. With the bigger engine, more compression, and more aggressive camshaft, I'm going to need to match it with an intake and injector that can keep up with the WOT needs this engine combo is going to demand.
I've moved up to the Injector Dynamics ID1050x injectors, to feed this thing with the ethanol fuel it's going to demand, so I think I've got the fuel side covered....hopefully. There might be a concern that the 450 fuel pump might fall short of the demand, but i'll cross that bridge when I get there.
I know Josh stepped up to the 525 pump from the Hellcats, so I'll watch that information he gleams from when he's up and running.
I'm guessing the MSD/102 is going to hold this setup back, acting as a restrictor plate ala NASCAR style. I'm watching what Jermey's setup is going to do with that sweet billet intake he had designed and built by G1 Pro, but I've got my eyes on a fancy new composite intake from a certain manufacture that may be on board for letting me try one out on my setup before it's released to the general public. I'm keeping my fingers crossed, but if this new "tunnel ram" nylon intake produces the airflow needed for my new engine, the hotly debated MSD vs Holley Hi-Ram argument may be old news and a moot point.
FYI - once the engine it completed and running, the plan is to haul it down to Houston for a go on one of the EFI capable engine dyno's !!!!! It gets old watching the ongoing arguments about chassis dyno numbers and how certain dyno's are stingey, happy, manipulative, etc. I'm not one for chassis dyno arguments, but an engine dyno sheet ??!!! Hell Yeah !!!!!
Ain't no one gonnna argue the merits of these numbers, and when she finally gets installed and the car visits the chassis dyno for tuning and validation, you'll have something to compare. My 3.90 rear gear is going to have a small impact on that final chassis number....it looks to be a roughly 3% hit, i.e loss of 18 rwhp on an otherwise proven 600 RWHP setup. I don't care
And, as an added test, if the financials allow, I may see if we can engine dyno my MSD on the new setup as well.....putting to sleep any arguments on which manifold produces the better power band on a big LS setup like mine.
Here's my old DynoJet sheet of the Katech K501.......
12-13-2018, 12:35 PM
Something wicked this way coming from HPR to the FNBADAZ06
