Hi everyone, I'm new to the forum, I'm from Italy and I'm a big fan of American v8s. I recently bought a Corvette C6 after a long time and would like to try to fulfill my dream of having a car with 1000 horsepower.
I was wondering if you could recommend a good turbo kit, low compression pistons, and a fuel system suitable for the power I would like to achieve.
Thanks a lot in advance everyone.

 

Wrong car, since the C6 has lift at speeds, and your never going to get that much power to stick with just the rear tires alone. Hence may end up with the HP at 1K, but will be so deep into torque management hobbling the motor to keep the rear tires from breaking free ever time you breath heavy on the gas pedal, over half the instant HP the motor is making will be lost due to TM alone. Plus, the car is only geared for around 226mph, so don't need that kind of power to bounce hard off redline in 6th gear at 226mph as well.

If you want a 1KHP sports car, then start looking a 4 wheel drive Lambo to get that much power to hold to the road and not break parts isntead.
Note, have seen some Nisson GTR's making that kind of HP, but they spend more time in the shop, than on the road, from the parts on the car that the HP is destroying on a daily bases isntead.

 

Thank you very much for the advice, let's say that I am not interested in pure performance, mine is just a whim to see my car on a bench delivering 1000 horsepower, in case of breakages I will change the packs, but it is a whim that I would like to take off

 

The “lift at high speeds” thing again? No. Recommending a Lambo?! What site are you on?! Wrong. Wrong. Wrong. When did the OP mention high speed runs? Way to treat a new member!
To the OP, plenty of people on here at that power level, hopefully they’ll chime in soon. Whenever they land I suppose. 1000hp is no small feat in these cars. Heavy investment and lots of work. Also, maintaining a car at that level is also quite involved. Congrats on the Vette and good luck!

 

there are lots of good builds on the forced induction section... shouldn't have much trouble getting there!

 

Thank you very much for the advice, let's say that I am not interested in pure performance, mine is just a whim to see my car on a bench delivering 1000 horsepower, in case of breakages I will change the packs, but it is a whim that I would like to take off.

I'll take a look at the section you recommended, being new I have yet to understand the names of the forum sections.

Apart from that, what do you advise me to change besides pistons and injectors?

Are the pistons okay with a compression ratio of 9.5: 1 or do you need at least 8.5: 1?

Thanks again for the advice, unfortunately in my part there are not many people who know about American v8s, the 2.0 Turbo Diesel are more trendy

 

Welcome to the forum.

It is a misconception that you must run low compression if you are going to boost it. It is all about temperature. Lowering the compression is only one way to lower the temperature and a low compression engine is a slug. There are other ways to approach it. You can raise the self ignition temperature by raising the octane level or lowering the charge temperature by an aftercooler, meth injection and\or E85.

Higher octane raises the self ignition temperature of the air/fuel charge which has the same effect as lowering the temperature. Meth injection and E85 lower the temperature and raise the octane level.

Look at a Vortech V-7 YSi supercharger. It will get you to 1,000 HP.

Handy link to Vortech V-7 YSi

I assume you are referring to wheel horsepower?

 

Come check out the forced induction section. Don’t listen to anything that dano person said. Plenty of us making 800+ or more to the rear wheels in a C6.

 

Yes I am referring to the power at the wheel.Thank you very much for the link to the vortech compressor, is it just the compressor or is it a complete kit? As for the meth injection and e85 it would be impractical for me because I would use the car on the road, and I would need to refuel often, I have to consider low compression pistons and an oversized turbo kit or supercharger to compensate. I had also thought about the DX-1 procharge kit, has anyone tried it?

Thank you very much , I am starting to read several topics of the forced induction section, I am learning a lot thanks to all of you

 

there you go again, 6th gear is a fuel mileage gear, you would NEVER use it at a high speed fifth is it and the majority of track racing is done in 4th gear 1 to 1 ratio.

 

@WhiteLion

A&A Corvette has complete kits. C6 specific DIY kits. I have an A&A kit on my car. It makes 705 WHP on 93 pump gas + M1 methanol. I use maybe a gallon of meth a month, if that. The only time meth is used is when I am at 5 PSI boost or higher so a few seconds at a time and only here and there. M1 (100%) meth makes the most power but 50% meth/water or even 30% meth/70% water will help control detonation.

Handy link to C6 supercharger kits by A&A Corvette.

I bought mine built so I can't say what is involved in installing it but it is supposed to be able to be done over a weekend buy a reasonably competent amateur.

 

@SteveJewels
Thank you, this is a great kit too, I would like to ask you just one thing, is the kit adjustable? In the sense, is the power adjustable only according to the pulley mounted on the supercharger or does it have a valve that allows the excess gas to be vented and allows you to limit the power? I ask because it would be impractical to always have 1000 horsepower on the road, I would like to have a boost controller that allows you to keep the power harnessed to about 600 horsepower for normal use, and to switch to 1000 horsepower in case I want more power. I had a similar system on another car but it was turbo and not supercharger, so I don't have much experience with supercharger kits. Many thanks in advance.

 

One way to to change the CFM and PSI for a given engine RPM is by changing the pulley but there is another way.

This winter I will change from an Si trim (1,150 CFM & 22 max PSI) to a Ti trim (1,400 CFM & 26 max PSI). I will keep the same pulley on the supercharger so it builds boost earlier but I don't want to go over 13 to 14 PSI so I will use a wastegate on the charge pipe to limit the boost to ~ 13 PSI. This can be adjusted higher or lower with a boost controller or changing the springs in the wastegate.

 

sorry but i am new in this, please can you explain me what is CFM and Si Trim? Thanks a lot for this.
With your setup have you problem on road with the motor?

 

No problem.

The output of a (centrifugal) supercharger is characterized by how much air is pushes and how much pressure it can create.

Sidebar, a centrifugal supercharger compresses air, a positive displacement supercharger does not. Now back to our story.

CFM is the volume of air it can move. PSI is the pressure it can generate.

Si trim refers to a model of Vortech supercharger. Each model or 'Trim' has different characteristics.

A Vortech V-2 Ti centrifugal supercharger will move 1,400 cubic feet/minute (CFM) of air and create up to 26 pounds /square inch (PSI) of pressure. This is if you spin the impeller at 55,000 revolutions per minute (RPM)

If your crank pulley is 7.625" and the pulley on the supercharger was 3.29", at 6,600 engine RPMs a V-2 Ti supercharger would be spinning a ~ 55,000 RPM and push 1,400 CFM of air.

If you changed to a 3.62" pulley in the supercharger the impeller speed would be ~ 50,000 RPM and push 1,134 CFM of air.

Smaller pulley = more air = more power.

I have not figured out how to calculate the theoretical air pressure at different impeller speeds but it doesn't really matter. It is not the measured pressure that makes power.The power it makes is directly related to mass of air pushed into the cylinders,

I have a V-3 Si. The last time it was on the dyno it put down 705 HP at the wheels. Runs great! I smile every time I hit 10 PSI of boost.

I am going to convert to a dual fuel system this winter so I can burn E85. It runs cooler and takes some of the stresses off of the engine. It is 110 octane so it give you gives you a large safety factor to avoid detonation. But I don't plan to turn up the wick. At least not much. As you get closer to 800 wheel horsepower (WHP) you are at greater risk to damage the engine. Most likely crack a piston or bend the rods. It is possible to get to 1,000 WHP on a factory rotating assembly, people are doping it, but I am not going there. I will keep it at pretty much at the power level it is at until I rebuild the engine with forged internals.

 

ok thanks a lot, so basically CFM means cubic feet per minute right?
When it comes to power, you are right, undoubtedly 1000 horsepower requires pistons for turbo engines, with more resistance and less compression. Do you think I should also change the connecting rods and crankshaft?

As for the additional injection of methanol, on the other hand, I don't know much about it, I'm trying to find out more about its function, advantages and disadvantages but I find little material around, and not very specific

 

Yes. CFM = cubic feet per minute of air being moved by the supercharger.

If you goal is to make 1,000 whp you would be wise to have a forged crankshaft and piston rods.

I encourage you to reassess the idea that you must lower the compression if you boost. This is not the best way to do it. Lower compression engines are slugs, especially with a centrifugal supercharger.

To avoid detonation you need to lower the temperature of the air - fuel charge in the cylinder. Lowering the compression is only one way to do that. An air to air cooler will lower the temperature of the incoming air which will lower the charge temperature. Methanol injection will lower the intake air temperature significantly and will give you more octane which raises the temperature at which the air - fuel charge will ignite. Same effect as lowering the air - fuel charge temperature. I use both an intercooler and Meth.

I don't know of any disadvantages to using Methanol.

Handy link to methanol kit for a C6 Corvette

If your goal is 1,000 WHP you would be wise to have a forged crankshaft and piston rods.

 

Go to the forced induction section for a real answer, lots of bad info here. And some good.

Wanting a "1000rwhp" C6 and wanting a 1000rwhp C6 that you can drive hard and not break every other day are two very, very different things. People have gotten 1000rwhp dyno sheets out of SBE LS3's and a YSI kit and supporting mods, but you'll start breaking everything else really quick at that power level. You can do 800'ish and be way way more reliable (and cheaper)

It just depends on what you want

The questions you're asking are very basic and make it clear you're out of your element.

 

Yea what he said, and some of the answers you got show that person doesn't have a clue either

 

well let's clarify two points:

1) The term CFM is a term that you use in America, in Europe we use the term LPM or simply "flow" and we measure it in cubic centimeters and not in inches or cubic feet. I am at my first experiences with a chevrolet v8, for this reason I don't know the endurance of the engine, how much it can withstand and the processing limits, for this reason I am asking for things that seem stupid to you, however having never had direct experience with chevrolet engines it is not wrong to ask as many things as possible. We usually use L4 or V4 or V6 engines from BMW, Mercedes, Fiat etc .... chevrolet does not have them, so I need to know above all the most basic things about what this engine can bear, to understand if it is delicate respect to the motors that I normally process.

2) honestly in Italy nobody uses methanol ..... and I mean nobody, an engine with low compression pistons can withstand even 3 bar of pressure and doesn't give any problems, I don't know if the chevrolet v8 is equally resistant. Anyway I'm here to learn, is it a problem?