Awesome. Can't wait to see this.

 

We're looking forward to seeing the C7 Halltech system!

Kind regards,

Jordan Priestley
888.308.6007

 

The 460 HP is based on SAE requirements with an unbiased observer present to validate the findings. Of course air temperature and pressure will be different between different dyno's and is exactly why a controlled environment is necessary in order to have SAE verified horsepower. The whole purpose was to eliminate wild horsepower claims by having a set of rules for everyone to follow.

GM's horsepower of 460 is SAE certified an that's what you should go by, not some happy dyno that was run under a different set of rules, thus the 487 HP is meaningless except for establishing a delta between different modifications to the engine compared to a base run.

Having one person shout that his engine has 487 horsepower while another persons shouts that his engine has 500 horsepower is silly unless both engines were dyno'd in the exact same environment. Then to compare those horsepower readings to GM's 460 HP, they should be dyno'd under the same conditions that GM did.

 

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

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

The above dyno SAE testing is the J1349 correction which is exactly the same as the actual SAE Certified dyno below. Please note that GM claims 460/465 on the performance exhaust dyno, but these numbers are the actual numbers the LT1 laid down. As long as they are within 2% of the claimed numbers, GM can use them.

Performance exhaust SAE Certified dyno: 459.06 HP @ 5999/462.44 lb-ft @4600 rpm

The Katech SAE 1347 numbers are within 1% of the actual Certified numbers from SAE. 464HP vs. 459.06HP and 457lb-ft vs. 462.44lb-ft torque.

So your point about happy dyno makes no sense, since Katech's posting of the SAE dyno numbers puts their dyno engine within 1% of the Certified SAE dyno numbers.

Our intake added 12 HP/ 7lb-ft torque vs. the stock intake using the same SAE 1347 test parameters as used in the GM Certification.

These preliminary results are just the first in a series of testing being done by Katech.

We have over 100 dealers that will get systems from us and they will likewise dyno test and validate the results, but probably on the chassis dyno vs. the engine dyno.

Let's see if we can bump the power a little with further testing on other prototypes they have just received.

Jim

 

Is +12 hp on a 460 hp motor even noticeable in actual driving?

 

Yes, but this is just our alpha prototype, we expect 14 to 15 with our production version.

Plus on the road, the stock intake will heat soak; ours will not. The timing loss will sap 10 to 15 hp on the road. That you will feel as well.

 

We made 464 J-1349, not 487. If you want J-1349 you're looking at the wrong graph. We are within 4hp of GM certified horsepower.

I believe you are confusing SAE J-1349 correction factor with SAE engine certification. Considering our dyno is not a controlled cell, having the power within 4hp of what GM certifies, I would say that our dyno is quite accurate and not "happy". In fact, we calibrated it right before we ran the LT1 to ensure as much accuracy as possible.

 

For a 2.6% increase in horsepower to be noticeable by the seat of the pants takes a pretty sensitive fanny.

 

Do you anticipate that the manual trans. motor/car will produce different results from the intake? And similarly other bolt-ons?

 

The engine dyno does not show frictional or rotational losses that come from the output shaft back to the tires. Only A-B mod testing. The 12 to 13 HP and 10lbs-ft torque, can be taken to the bank.

Now what happens on the chassis dyno is another thing. The stock intake system has the radiator heat soak issue to deal with, which will probably cause a loss of timing and a loss of power.

Our intake is made with CKN technology which has heat shielding protection so the IATs will be lower than stock, thereby increasing the dynamic power if all goes according to plan.

It may be possible to see as much as +20 RWHP on the chassis dyno, but 14 to 15 should be par.

The A6 will lose 15 to 20%% power from the engine to the tires, the M7 around 11-15%. So to answer your question, the chassis dyno is not kind to automatics with the greater frictional and rotational losses.

Looks like we are going to have our molds done by the end of next week. As soon as the production carbon pieces are finished, we will test them again, and then offer the system for sale.

 

Thanks. I was referring to whether there may be OEM tuning differences between the A6 & M7 motors. I understand the situation with a chassis dyno is a different ball-game.

 

I've seen a comparison test where an engine dyno was used then the engine put back in the car and it run on a chassis dyno and it showed 25% loss with an automatic. This was a Camaro if I remember correctly.

That was one test and each different car/tranny combo could be different. What it showed me is that thoughts of greater losses are possible.

My Vette seems to have the 'right' parts to give me good horsepower and yet I dyno low. I trap better but my tuner is suggesting that the parts we have chosen most likely give me even more loss than usual. No matter. It is a fun car to drive. I only use dyno numbers to size up what mods I might want and who I might be faster than. The bottom line to me is having a fun car to drive.

I really like the C7. I like what Halltech is doing and I like their approach. Good work guys.

 

Agree, with you, it's noticeable. I had your stinger in my C6 and, when you're done testing, will order one for my C7

 

Thanks, this one is going to be the very best we can make for the C7.

 

Joesc5. You are incorrect Joe. Even identically built blueprinted engines have differing hp. Not a lot...but 5 to 10 hp easily. This is based on looseness, ring sealing, valve sealing, stacking tolerances, casting differences in the ports. That is beside the weather factors. It is naïve to think there could not be differences other than the dynos themselves. I hope you do not believe every lt1 dynos the same hp. Whether the sae number is a minimum or some sort of average, each engine will give a different number on the same certification regimen.

 

Thanks for sharing the process and outcome.

Look forward to future information and data.

Very impressive.

 

Can we see photos, get a link, and for those of us that like to dream, a price that you would consider reasonable?

 

http://www.halltechsystems.com/ULZ70...h-p/ulz700.htm

Videos at the bottom show the car better than photos, at idle and at the track with John Heinricy at the wheel.

 

Watched your video twice. Amazing blue beautiful Z. Jim, your brain needs to be preserved for future generations. Your knowledge is unmatched in weight reduction!! and halltech intakes!! are the cats meow Look forward to seeing your magic in all areas of the C7..