Supposedly today. Banks closed, so I expect it in a day or so.

 

Thank you.

 

are you looking to sell your c-6? If so how much?

 

I can't bring myself to sell it. 5 years of work produced a car like no other. The right offer will come someday without my advertising it.

Imagine bolts and nuts that cannot be seen made of titanium, lightening parts where no one would expect. Molds that were made just for this car to sport carbon fiber in areas no one else would ever go. Aluminum honeycomb torque plates, with titanium bolts, covering a carbon fiber driveshaft, feeding behind a 28lb. triple clutch, feathering the power of 700+ Katech e85 horses.

Carbon fiber wheels with Carbon Ceramic brakes, titanium caliper bolts, with featherlight coil overs, and even titanium brake bleeders and lug nuts. Cost per wheel/brake/shock $7500

Even the latest Porsche 918 lugs (King of Nurburgring) around more weight/hp than our ULZ700.

Now our new C7 comes 260 lbs heavier, and less horsepower than were we started in 2008. 7.53lbs/hp vs. 3.98lbs/hp.

 

Right, I'm still disappoint (not a whole lot but some) about the weight of the car BUT... all the extra niceties add weight so its somewhat acceptable.

HOWEVER, I've been looking at areas as to where weight can be taken out without going "halltech-krazy" .. know what I mean?!

 

Even I know what you mean.

Picked up our Laguna Blue Z51 today. My opinion of the car has changed. The rear end will look much better when we are finished with our carbon fiber touch.

Now forward with the intake.

 

I noticed in the Owners manual that the oil capacity has changed on the Z51 from 10.3 quarts to 9.8 quarts.

We have ordered 24 quarts of OIL EXTREME 5W30, which we want to get into our crankcase asap. Amazing Oil.

 

Excellent color choice! Well... less of a choice since it was the one that landed there first... but still!

 

That way our neighbors will think it is our C6.

Drove it like a grannie at first today, and when I got tired of the V4 to V8 mode switching, (I can definitely feel the car stumbling during transition between modes), I decided to put it into Track mode, double tap the TC button and let her rip! Crap, what a ride!! I am impressed. Feels like our old CTS-V when we first bought it, prior to the 770 HP mods.

In fact, the automatic hits like the crack of a bat in a home run shifting through the gears. BAMM!

We have the intake off, and our prototype getting ready for prime time. We are going to have it ready sooner than anticipated. The prototype will be done tomorrow. A copy of what Katech is putting on the engine dyno.

Once we get full testing done, our molds can go forward. Bolt on power, with perfect long term fuel trims and power throughout all the gears. We should see a baseline around 395 to 400 RWHP, since we are running an A-6.

We plan to drive to Michigan for our dyno testing, since that is where all the engine and chassis dynos will be validated.

Headers will not be part of the diet at first, we may be making our own next year. Hard to believe much time and effort was put into the headers already out there, but they certainly have the numbers so far. Can't wait to see someone dyno them without a homemade intake in the mix.

The next step will be the rear end project with our molds cooking next month.

 

Good job on pushing the envelope Jim..

Keep'em coming.

 

Here's an idea... Why not also try painting the lower bumper area the same as the body as well as the surround around the tail lights.

I think that'll be enough to smooth out the rear.

 

Stoked for the intake!

 

Red is the stock airbox on the engine dyno (Katech Cell 2) and Black is the Halltech Stinger Alpha Prototype.

+13HP/8lbs-ft STP Correction. 500 HP/486lbs/ft torque on the Katech dyno vs. stock.

I am sure we will see 15 HP once our Beta Prototype is done. The velocity stack will be longer for high rpm performance, and we will have our CKN (Carbon, Kevlar, Nomex) technology at work.

Why this will make a difference? The stock airbox is in the direct path of the bottom of the radiator, which will super-heat the intake, especially sitting at a stop light for 45 seconds to a minute. We noted that even on the road at 65 mph the IATs we +10 degrees hotter than ambient. Our Super Bee on the C6 sees IAT and OAT parity, which means that 10 degrees of IAT subtracts 1% power from air density loss, and if the IAT go over 86F timing is pulled by the ECM. Those two events could spell up to 5% loss of power from heat alone.

 

is 13 hp / 8 tq untuned? If so are you going to tune for the intake? I am curious on the numbers for an intake + tune package.

 

I doubt we will need any tuning. The dyno uses a different system for air fuel, but once we get our beta prototype on our C7 we will see if any changes need to be made to protect the stock air fuel ratios.

GM is running 13.1:1 air fuel ratio in OL, which is already super lean, so leaning the mix out would be counterproductive. We want to first get the intake perfected before we look at tuning.

I suspect a complete package, with headers, and tuning will be coming very soon from Halltech and Katech. Katech will handle the cam, springs, and heads.

 

I'm having a problem with the graph. The LT1 is SAE certified at 460 HP at the flywheel, yet the graph shows ~487 HP.

Sounds like a very happy dyno. I realize that you are speaking about the delta between the stock air breather and yours, but unfortunately some people will look at that dyno sheet an run like crazy with it proclaiming they were right all along and GM was sandbagging with it's horsepower, which isn't true.

 

From the Katech Thread the 487HP is the "Baseline with J-607 correction factor".

The 460 HP is based on different air temperature and pressure.

 

The Katech dyno cell #2 is the same dyno used to validate GMs LSX motors from the past. I think it is pretty accurate.

Different correction factors based on different standards.

SAE J1349 correction:
29.23 in/hg.
77 degree temp
0 percent humidity

Standard STP correction:
29.92 in/hg.
68 degree temp
0 percent humidity

C2-10133
SAE 464/457 (Stock)
STP 487/478 (Stock)

C2-10138
SAE 476/464 (Halltech prototype)
STP 500/486 (Halltech prototype)

The STP correction has been used by most engine builders for many years.

 

Wow - Halltech has some great looking ideas.

I say go for it; much improved over stock.

 

For those that need everything, here are the actual SAE Certified Numbers done by SAE in May, 13, 2013

Measured Output with performance exhaust: 459.06 HP @ 5999 (GM Rated at 460 HP @ 6,000 rpm)

462.44 lb-ft @4600 rpm (GM rated at 465 HP)

Katech dyno stock SAE J1347: 464 HP/457 lb-ft
Halltech prototype SAE J1347: 476 HP/ 464 lb-ft