Please add me to the 346< power adder list. 1998 C5 coupe full interior with stock seats and cage certified to 8:50. 3800 lb with me in it race weight.
427 LS7 style ERL block
callies dragon slayer crank
manly Pro I-beam rods
Diamond custom turbo pistons hard anodized
All Pro LS7 style heads by West Coast CH
Custom cam by BTR
Twin 70mm Garett self designed rear mount turbos
water meth injection above 5lb boost
Foot brake to 2800RPM with 200 shot of nitrous off the line for 100’ to spool turbos.
RPM’s best 4L60E trans with 3.73 quafie stock case
and girdle
3400 stall Yank Pro 3 disc converter
stock suspention with ZO6 shocks
Converted drive line with U-joints in torque tube
28”x 10”x16” Hossier slicks and M&H front runners

Set national record for C-5 with 4L60E trans full weight
19LB boost on MS-109. Drove 20miles to track and home. 8.539 @ 166.89. 1.365 60’. Ran 8.80 on street tune and pump gas at 15LB boost.Link to video on FB
1st run on 9LB boost controller off. second sets record
19LB boost. Weight and MPH put RWHP at 1390
Conditions we’re as good as I’ve ever seen. DA 275 outside temp 67 deg. Track temp 95. Track prep was outstanding. Ran at Famoso in Bakersfield.

Congrats, that’s bad ***!

Thanks Ron. Here’s a few pics. It was in FSC magazine. I won the true street class in Pomona and won the only Wally they ever gave out. I grudge raced an ex prostock dodge Omni. It had a 560 cid wedge motor with a single dominator carb and weighed 2600lbs with driver. I drive the Vette almost every weekend. Take it to the coast, 150 miles, and it gets 18.5 MPG on Chevron 91 pump gas.

This was in Pomona NMCA race.

Grudge raced my friends Dodge Omni in Tucson. DA was 6000’. He ran 8.91 and I beat him with an 8.82. Now that was fun!!!

Pic taken by the FSC magazine of the turbo install. Did all the work myself.

To be honest I can’t remember the exact model number. They’ve been on the car for about 6 years. Jim Voyles from Cal Speed called a distributor in Florida to order them. He had experience in sizing up rear mounted turbos. We were shooting for 1000 RWHP originaly and hit that at 12lb of boost. Then turned it up to 15 and made 1200 and at 19lb it made 1390. The estimated limit of the short block was about 1600 at the crank and that’s about where we are. At one time I was running an Intercooler and it limited the boost to 12lb. I blocked off the waste gates and checked the boost at the turbos and they made 24lbs. We estimated it could make around 1800RWHP. The secret is the all pro LS7 heads and the BTR cam. It made 620RWHP naturally aspirated. Richard at west coast cylinder heads said at that time the folded finger style manifold was holding it back. I told him I wouldn’t change the stock hood and I asked him how they would react with twin turbos and I quote “THEY WOULD GO NUTS”. He was right.

I routed the charge piping along the back facia then removed the rear inner fender wells and went as close as possible to the inner body. I had to slightly oval the piping right above the tire. The piping needed to be 2-1/2” to supply enough air. Then the tricky part. I cut a hole in the frame and feed the piping through the frame. Then cut the front part of the frame, put a couple of rolling offset and went under the lower control arms at the pivot point welded some tabs and bolted that piece to the front spring lower brackets. Then went next to the radiator, turned them to the center into a 4” that feeds the TB. Used silicone conectors to tie the pieces together. Then patched the frame and the charge piping was seal welded to the patches. I cut the rear inter fender wells to fit around the charge piping where I ovaled it. When you look under the car it’s perfectly flat. Maintenance was a big part of the design. With the turbos in the back it leaves plenty of room under the hood plus no heat sink. In the back I unbolt the exhaust at the cat back, remove the oil lines and the charge piping and the turbos come out with the piping. The turbo lag is minimal, perfect for the street.

I was at first running an Intercooler but it was holding us at 12lb of boost. We took it off and did some Dyno tests to check inlet air temp. I converted the windshield washer tank into the water meth tank and after contacting Devils Own Meth Injection for sizing recommendations we went with 3 large nozzles installed in the 4” pipe about 12” before the TB. It ramps in at 5LB and is at full at 12lbs. Inlet air temp dropped from 140 to 90 and it turns 91 octane pump gas to over 100 so we took off the Intercooler. The C5s are a little harder to get air flow to the radiators. It can idle all day in traffic in 110 deg heat in Bakersfield and water temp will stay at 210.

Mine had the ABS in front of the alternator and PS pump. It’s pretty easy to take it off and plumb the lines. I then gutted the pressure regulator to rear brakes and is stops way better. Flatter without locking up the rear brakes.