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I know this isn't a Z06 but I think it's relative enough to be in the section.
After one of our clients reached over 600rwhp on his ATS-V coupe, he has had some fun with it for around 6 months, and now he has came to the conclusion there is no replacement for displacement. We placed the order for the LT4 today, and we are now preparing to do the first LT4 conversion on an ATS-V Coupe.
Stay tuned and I will continue adding content to thread as progress continues!
Here are some pictures of our engineer David placing the LT4 inside of the ATS-V CAD model.
After driving both the ATS-V and the V3 I actually like the size of the ATS-V better. I like the idea of have a smaller "V3 type" coupe, and if you have the money why not?
Here are few pictures that were taken during the heads/cam install. I also gave a list of the parts we used, and a brief explanation of why we chose them.
-Weapon-X Stage-3 PD Blower Cam w/ +32% Fuel Lobe
Since the LT4 is going to be backed by a 6 speed manual transmission we were able to run our Stage-3 Camshaft to maximize the efficiency of the engine making more power with less boost. This Cam will also pair very well with the Whipple 2.9 if/when our client decides to add it in the future.
Weapon-X Stage-2 CNC ported heads with hand finish smoothing
Again, this even further optimizes the engines efficiency allowing for more airflow through the head. The more air you can get into the cylinder, then out equally as fast, the more power the engine will make. (As long as you have the fuel to support it.) Another small benefit is ported heads usually dissipate better. Having a head that allows more flow both in and out decreases manifold pressure generating less heat pre intake valve, at the same time it is allowing the hot exhaust gases escape more freely shedding heat on the exhaust side too.
-PAC .660 Dual Valve Springs w/ Titanium Retainers
When adding an aftermarket camshaft with increased lift, or a more aggressive lobe ramp a stiffer valve spring is required for numerous reasons; to prevent valve float, spring breakage, and valve bounce back off of the seat.
-5/16" 4130 Chromoly Hardened Pushrods
A more robust pushrod is less likely to bend or have any flex at high rpm.
-GM Performance LS7 Lifters
Although we have not seen an LTX cylinder deactivation lifter fail, it is out of good practice that we learned in the LS days to replace them with normal hydraulic lifters when increasing the engines power output. The increased cam lobe lift, and higher valve spring rate puts also put more stress on the lifters which is why we replace them with upgraded one.
-Texas Speed 0 Degree Cam Phaser Limiter
This eliminates any unwanted timing advancement allowed by the VVT camshaft phaser under load, high horsepower, or any harsh conditions for that matter. Similar to the lifter upgrade, it is another part with mechanical complexity that by adding a TSP 0 degree lockout pin we remove risk of failure.
-C5R Timing Chain
Increased rigidity, less likely to stretch.
-ARP Head Stud Kit
With added cylinder pressure from increased boost/horsepower the ARP studs do a better job at clamping the cylinder head to the engine block. The stud and nut type fastener also reduces the risk of pulling the threads out of the engine block compared the basic, or even upgraded head bolt.
-GM Performance LT4 Head Gaskets
Whenever using an MLS (Multi Layered Steel) head gasket and removing the cylinder head the head gasket should be replaced, even on a brand new crate engine like below.
We made some more progress on the ATS-V this past week. The 700hp twin turbo LF4 engine was removed, and we now have the LT4 mounted in its place. The install went very smooth, the engine was a direct fit with the exception of the transmission support brace.
12-01-2017, 03:33 PM
How to make an ATS-V sound like a Z06
