Coming soon. Katech has one of two prototype intakes. Maybe this has been discussed in this thread, but 500 HP is as real as it gets on the engine dyno with STP correction factors. Using the SAE J1349 correction factor which is the same as the GM SAE Certified correction methodology: SAE 476/464 with just the Halltech intake. That is +12 HP/ 7lb-ft vs. stock, since their stock engine did 464 HP, which within 1% of the J1349 Certified pull.

STP J-607 correction= 500/486, so pick your choice. Why do engine builders use STP correction rather than SAE? Because there is an absolutely accurate mathematical formula which includes several factors to get corrected numbers. By measuring actual torque output, rpm,temp, air density, and humidity. The STP correction factor represents "perfect" conditions in naturally aspirated internal combustion engines. The conditions that the numbers are corrected to are: 0 feet elevation (actually 29.92" barometric pressure)/60 degrees Fahrenheit /0% relative humidity. "STP numbers are the very long time standard for the dyno industry, it is still the standard for engine dynomometers".

Katech posted their initial chassis dyno numbers here:



As you probably already know, the initial C7 dynos seem to range from 398 to 425, with every number you can think of in between:



So what you are saying is that in the real world, the chassis dyno is more accurate than the Katech Cell 2 Engine dyno? If so, then which chassis dyno number are going with as your benchmark?

 

Today, we had Katech dyno our latest prototype Beta, which is very close to the final version as far as we can tell.

The dyno is just A-B (alpha prototype to beta prototype only) No other changes.

This dyno was done with the dyno headers still in place, so the numbers don't look like much, and the peak numbers remain 13 HP/ 10lb-ft gain for the intake, 10/17 for the headers. But look at the under the curve torque. They curve is straighter with from +2 to +11 lb-ft more than the alpha prototype. +2 lb-ft peak gain to 505 lb-ft.

Honestly, I think these numbers are what we are going to see with our intake with no tuning for air fuel/spark changes.

Score card so far:
These are the numbers so far:
C2-10133 Stock intake
SAE 464/457
STP 487/478

C2-10138 Halltech Intake A Prototype
SAE 476/464 +12/7
STP 500/486 +13/8

With headers and A Prototype:
510/503 STP

With headers and B Prototype:
487/482 SAE
510/505 STP

The new beta Prototype will be a bolt on carbon fiber unit requiring no MAF re-calibration at all.

 

The dyno below adds the results of swapping out the Halltech alpha prototype, with our beta prototype. The beta model improves velocity, and fills in the torque and horsepower drop offs. +2 to 11lb-ft throughout the curve, and +2lb-ft peak torque to 510 HP/ 505lb-ft torque. The A-B swap was off course done with the Katech dyno headers onboard, but one could expect this bump in torque/hp when comparing the Beta PT to stock. That would be +13/10 over stock (STP) and +12/9 (SAE).

Key: red line:Halltech beta prototype, Katech dyno headers.
black:Halltech alpha prototype, Katech dyno headers.
green: Halltech alpha prototype, stock headers
blue: 100% stock LT1



The B-prototype goes to beta model in 10 days or less. Once we get the working model, it will be tested (not on the dyno since those numbers are firm), and we'll have our C7 and Katech's C7 running the intake dynamically, logging everything.

Yesterday we ran several 1/4 mile sprints with our B prototype, and no heat shield. We had zero knock retard, even though the IATs were +30 to +50 degrees over ambient. (The heat shield will bring IATs down to +5 ambient. Lots of testing going on.

Production versions may be ready by November 10th.

This dyno was done with the dyno headers still in place, so the numbers don't look like much, and the peak numbers remain 13 HP/ 10lb-ft gain for the intake, 10/17 for the headers. But look at the under the curve torque. They curve is straighter with from +2 to +11 lb-ft more than the alpha prototype. +2 lb-ft peak gain to 505 lb-ft.

These are the numbers so far:
C2-10133 Stock intake
SAE 464/457
STP 487/478

C2-10138 Halltech Intake A Prototype, stock headers
SAE 476/464 +12/7
STP 500/486 +13/8


Dyno headers and A Prototype:
510/503 STP

With headers and B Prototype:
487/482 SAE +23HP/25 lb-ft over stock
510/505 STP +23/27lb-ft over stock

The new beta Prototype will be a bolt on carbon fiber unit requiring no MAF re-calibration at all.

 

In the first pic you guys look to be running only the first set of cats....The street car has a second set just behind the first set.

That lead me to beleave that the addition of headers (or cat delete pipes for that matter) would gain more then your 10 hp if you were running the 2 sets.

Take a look: https://www.facebook.com/photo.php?f...type=1&theater

 

We were running backpressure simulators (exhaust restrictors) to represent the entire exhaust system, mufflers and all. That is how we were able to get within 1% of GM's advertised numbers.

 

 

Jason, what parts can we look forward to in the next couple of months? Looks like the tensioner is a bolt on.

 

Here is the hot lap where Jason shaved off 1.01 seconds off his best lap with just a swap of wheels. OZ Ultraleggera 20/19s in ZR1 PSC rubber vs. the CR-9s in 19/19 with fronts 235x 19s , rears 345 x19s.

The Carbon Revolution one piece carbon fiber wheels, make the front of the car feel like the motor has been removed.

https://www.facebook.com/CarbonRevolution

 

That is a custom made AC delete bracket that uses a Katech tensioner. The Katech tensioner does not fit the LT1.

C7/LT1 parts announced so far:
Camshaft
Heads
Carbon fiber intake covers

 

 

Awesome work and photos guys, love following this thread

 

Made WELL ABOVE 550hp today.

Small issue. More testing tomorrow.

 

Well above?

 

Cam-only numbers (with intake/exhaust)
555hp/492tq

 

Did you keep AFM with this cam or did you replace the lifters with standard ones?

 

AFM delete and Cadillac Racing lifters.

 

WOW!

What an EXCELLENT POST! Its nice to see professionals at work doing cool stuff!

Thanks for all the very cool pictures.

BC

 

Katech will have our first production STinger Induction system next week.

We may have the carbon fiber system ready to go by month end. The intake itself is close to a production state, with the heat shield now under development, with a nice surprise coming.

Footnote: We will have three filters available. Our Super STinger filter, rubber top or carbon fiber top, which is the one that just help breath in 555/492, and a Synthetic Fiber dry filter. The dry filter has been flow benched vs. the cotton gauze oil media and flows less air. It is quieter, has slightly more torque, but less horsepower up top. Katech may dyno test them both in the future. No real plans to do so, but at least you will have options.

 

Does it look like the LT1 will bolt up to a T-56 to put in a hotrod or will I need to get a new adapter bell housing.

 

Almost. There is one bolt at the top that is clocked differently.