DTE Powertrain

We have spent a considerable amount of R&D time recently developing our L92/L76 performance upgrade H/C package for the LS2-equipped 2005-2007 C6 Corvette. Our primary focus was to develop a package that offers exceptional street manners for *all* the M6, A4 and the A6 transmission-equipped vehicles, where fuel economy or vehicle drivability didn't have to suffer to obtain a broad, functional power curve. Additionally, we steered away from a combination where the engine didn't have to be spun to the moon either to produce usable power. Lastly, we wanted O.E. appearance and durability. We feel we've made a good beginning...

The camshaft selected is under 223* @.050 to achieve smooth idle/part throttle drivability and the lift is well under .600" to preserve valve train durability over time. Both of these attributes will make the car very easy to drive for all three transmission types- especially for the automatics, as T.C. changes aren't required to obtain clean drivability and the very *slight* idle gallup exhaust note let's everyone know the car is not stock.

Here is the control dyno data control for the final run:

Date: 5-16-07
Time: 5:11 pm
Ambient Temp: 69.86* F.
Barometer: 29.50 in./hg.
Water Vapor/Humidity: 28%
Correction Factor: SAE 0.99
Smooth: 0
Rollout: 45.01
Tire Press: 32 psi.
Engine Coolant: 186* F.
MAP @ WOT: 97.6 Kpa
AFR: 12.8:1

459 RWHP/432 RWTQ

The test vehicle was a 2007 LS2/M6 C6 Corvette w/ approx. 500 miles owned by "Vettecop1125" on this forum. The combination consisted of K&N, Dynatech hdrs. w/ catalysts, Corsa, DTE L92/L76 H-C Package prepared to our specs, Powerbond and DTE custom ECM/TCM calibration.

Overall, we are very pleased with the broad power curve of this package for such a small, custom cam grind like it has used in tandem of our other selected components. The car drives like stock, until you put your foot into it and then it explodes with power everywhere- all the way to redline! It's a real thrill to drive for a H/C upgrade and we're looking forward to further development of this combination using more aggressive, custom camshaft grind profiles.

"vettecop1125" is going to have a ball with this thing and I think he's attending the Corvette Forum Cruise-In at BG if anyone is interested in seeing the car up close.

Thanks gents and thaks again Eric.


Best Regards,
Phil Rickard
Dynotech Engineering Inc.

Evilways

Getting mine done this week here in NC...hope to see those kinda numbers

BTW, did you guys use a pully as well, or stay stock?

DTE Powertrain

Yes we did and that is what the "Powerbond" is referring to in the package description listed above.

lytmup

What is the price for the hardware in the package that you have created. ?

I am very interested in this combo. Thanks in advance.

DTE Powertrain

It depends on the options you choose, exhaust type, etc. etc. etc. It's best to give us a call in the morning when you get a minute and we can discuss all the options available to you in greater detail than here. 260.407.5455 Thank you.


Regards,
Phil- DTE

Goodwood

Congrats, you did veery well with H/C your package! So, Phil, what diff ratio is he planning on running? I still haven't made up my mind. And, what are all 3 types of trnasmissions? I'm lost there. There's Manual, Auto and what?

DTE Powertrain

He's still using the stock 3.42 differential, using our HD left output shaft I showed you while you were here and our C6/M6 differential strut.

The transmission types I was speaking of were the models:
M6= 2005-2007 Manual
A4= 2005 Automatic
A6= 2006-2007 Automatic


Regards,
Phil- DTE

vettecop1125

Thanks for everything Phil. I can't wait to pick it up tomorrow.

johnodrake

Phil, really great numbers! Eric, you gotta be pleased!

What would you have to do to get those numbers using a stock exhaust?

427Z

not discounting your gains but your baseline numbers are about 20hp/20tq higher than any C6 dynoed here locally. stock C6's are seeing 330-340 rwhp and stock 02-04 Z06's are getting right at 350rwhp

valdeztke

So what if the baseline is low. At least he posted a baseline Most just drop in and say "Look at what our L76 combo made PEAK. (no dyno or baseline)

It still reflects 109RWHP / 75 RWTQ GAIN OVER STOCK. which isn't bad for what .... $5,000?

427Z

ok, nevermind what i said. this is a more accurate way to look at it and takes the dyno variances out of the equation.

so you're getting 106rwhp and 75 rwtq over stock for 5k

the question now is how does this stack up against the popular head/cam packages that have been around for the C6. given the same cam and bolt ons, is this combo superior to whats been available thus far from both a $ and a power standpoint?

DTE Powertrain

We've tested 3, stock 2006-2007 M6 C6 Corvettes here on our chassis dyno in the last 26 days and every-single-one of them produced 350'ish power on both sides. Additionally, as stated earlier, it's not the absolute baseline number that matters, but rather the measured delta gain after the modifications. The dyno is just a tool of measure...

427Z

agreed. the delta is the measure of this package

haljensen

Smoothing of "0" has something to do with the high HP reading, could be as much as 10HP high compared to smoothing of "6".

BoilerRxC6

Congrats, Eric! I guess this means you'll be cruising on Saturday then. Can't wait to see the car

12oh

cam specs please!!!!!

blue racer c6

Very nice #'s for h/c car

DTE Powertrain

Not in this case, plus smoothing only goes as high as 5, not 6....

The smoothing tool is only a function of graphical resolution, nothing more and is used to smooth out a jagged dyno curve to make the graph more legible for reading accuracy for some vehicles.

An example~
We sometimes use the higher smoothing functions when we chassis dyno big 4x4 trucks that have huge, heavy, out-of-round tires that shake on the dyno at high speed. That shaking is often picked up by the chassis dyno and shows up on the graph as an occilation, making the graph hard to read due to the waves in the graph line. Higher smoothing rates in this scenario allows us to sift the erroneous data from the good data we're after, so we can effectively read the graph accurately.

Corvette's are not that way and the driveline, wheels and tires are generally smooth in operation at high speed, therefore smoothing isn't required obtain clean dyno data. When a vehicle is properly tuned with a good combination of components, the dyno graph line will appear just as clean and linear in "0" smoothing as it does in "5" smoothing, therefore, there will not be a huge delta of results difference between one level of resolution to another. In this case, our combination produces an exceptionally clean, smooth, linear pull from beginning to redline, so any differences you may see from the hightest resolution to the lowest would only be 1-2 RWHP, *NOT* 10 as you suggest...

We only use the smoothing function to sort out erroneous data from good, accurate data and by selecting the "smoothing 5" function, you're effectively dis-arming yourself of dyno graph resolution, which is foolish if you're a professional tuner that has the equipment.

A power curve on a dyno graph should always be a smooth, linear, clean pull all the way to redline, not jagged and uneven- for *BOTH* extremes of resolution settings.

We tune our vehicles here to carry a smooth, linear pull all the way to redline- in "smoothing 0". If it's not, we find out why and correct the issue before the car leaves. When we have achieved that with our packages, we have done our jobs correctly...

DTE Powertrain

Sorry, but that's why they weren't posted in the first place.