After lots of fabrication, adaptation, and wiring we finally have our development LT1 engine on the dyno. I spent this afternoon on cell 2 wiring it up as one of our engine builders fabricated the last needed adapters and another hooked up the dyno throttle control to the ETC pedal. Tomorrow we fire it up and get a baseline.



Testing schedule:
-Baseline with OEM manifolds and cats
-Halltech C7 prototype intake
-Switch to dyno headers with 8 channel wideband/EGT for tuning
-Camshaft testing
-Katech CNC-ported heads
-....?

This testing will spread out over some time as parts are developed.

Tomorrow the fun begins...

 

Nice!

Looking forward to your results!

 

Sweet!!

 

I'll be watching too.

 

Boy ol Boy, i see a C7 club brewing Katech took my(anyones) Z and made her something that everyone looks at(and listens to) in traffic! Everytime we go out for a cruise. It will be fun to watch. As for myself Jason, ill help keep the LS7 history alive and well....

 

Me too.

 

Anthony Coberg here, it was soooo hard missing the Track Attack this year with my twin turbo gone waiting for my new Stingray, BUT, NOW it is here and I can't wait to see what you guys do with a heads and cam package, installed on the new Stingray. I look forward to watching the progress

 

It's alive!

 

Break-in is done.

 

subscribing

 

Baseline is done. Almost dead on GM numbers.

 

Baseline with J-1349 correction factor

 

Baseline with J-607 correction factor

 

Halltech C7 LT1 PROTOTYPE air intake system test
Keep in mind this is just a prototype and these numbers are preliminary.

487hp/478tq to 500hp/486tq

 

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 a 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.

Some of our competitors will surely weld something together in aluminum, which may make similar numbers, but the NOMEX III we use as the sandwich meat will mean saved power. Aluminum will heat soak away any power you might see from the better airflow.

The Beta Prototype will be on our C7 today, and by Monday, we will know if any additional changes need to be made. If not, our carbon fiber shop will start on the mold and we will have intakes by around Janurary 1st. The heat shield will be included in our package.

We will have pricing in 2 weeks.

We have not taken any preorders, but we will start a deposit program tonight. Check back.

 

What, no factory freak?!
Thanks for sharing dyno graphs

 

Your headers are on backwards... ;-)

 

What does the AFR with the prototype intake on look like compared to stock? Are the gains coming from a leaner AFR?

 

That seems like an lousy place to put the airbox. There must not have been room to put it anywhere else?

What's GM going to do with the PD FI variant? Would seem that location would make IAT heat management even more of a challenge on a supercharged mill.

 

The Halltech Prototype testing was done with all test parameters normalized against the Baseline test. In short, it has the AFR/Spark etc adjusted to the reference test values. In this case, the factory calibration/Air box asm and resulting AFR as the reference vs the Halltech adjusted to match the baseline test.

As a side note, while adjusting the calibration to achieve baseline values the first attempt was about 3% leaner and actually yielded the same results.

In addition, to futher "validate" test results, multiple runs are made on the specific combination and the data is overlayed to ensure the test in question was not a one off "flyer".