Anybody HPDE there C6 with a Centri?
#1
Racer
Thread Starter
Anybody HPDE there C6 with a Centri?
I'd like to know if anybody HPDE's there Centi powered C6. Like to here pros and cons if any. I'm getting ready to upgrade my 07 C6 A6.
If I go Centri I'll stay in the 6psig range. The car is a DD with 50k on it.
Thanks
If I go Centri I'll stay in the 6psig range. The car is a DD with 50k on it.
Thanks
Last edited by V4kerker; 11-25-2012 at 06:10 AM.
#2
Melting Slicks
#4
Racer
Thread Starter
I'm upgrading my cooling this winter due to heat issue running stock set up.
Last edited by V4kerker; 11-25-2012 at 06:10 AM.
#6
Racer
I have the world challenge hood, Dewitt's radiator, modified front fascia with direct ducting to inter cooler. everything had heat shields on it.
you will be OK the first few events you do, but as you progress your car will be close to red line for twenty minutes straight on a road course. You can run a couple hot laps then a couple cool laps or leave it to the street is my suggestion.
good luck
you will be OK the first few events you do, but as you progress your car will be close to red line for twenty minutes straight on a road course. You can run a couple hot laps then a couple cool laps or leave it to the street is my suggestion.
good luck
#7
Safety Car
Sounds to me like something in your setup was not correct if you had issues.
#8
Racer
Thread Starter
Only if you have a garbage setup. I beat the living hell out of a 364ci/A&A Ysi setup on the road courses for the last two years. 900+ rwhp all day every day. No heat issues at all. A properly setup engine makes a big difference. Constantly between 4500 and 7200rpm.
Sounds to me like something in your setup was not correct if you had issues.
Sounds to me like something in your setup was not correct if you had issues.
Just a guess.
#9
The way I see it you can short shift and keep the rpms relatively low and still have the power because of the blower.
Ill be tracking my car with an E-Force this summer and thats what I plan to do.
Ill be tracking my car with an E-Force this summer and thats what I plan to do.
#10
Racer
Only if you have a garbage setup. I beat the living hell out of a 364ci/A&A Ysi setup on the road courses for the last two years. 900+ rwhp all day every day. No heat issues at all. A properly setup engine makes a big difference. Constantly between 4500 and 7200rpm.
Sounds to me like something in your setup was not correct if you had issues.
Sounds to me like something in your setup was not correct if you had issues.
#11
Le Mans Master
I'd be curious how your lap times compare to a stock or slightly modded Z. My guess is that the extra power of the blower doesn't buy much in terms of overall lap times as the most you're going to pick up in the straights is a second or two which is easily offset or lost in the turns.
For a road-course car my strong preference would be NA. Less weight on the nose of the car, less likelihood of heat issues, unlikely to chuck a belt if you miss shift, etc.
Now, for a drag race car or freeway monster all bets are off. That's where power adders really shine.
Just my .02 after having twin turbos, a ProCharger, an E-Force, and NA combos on a mix of C5 and C6s.
#12
Safety Car
Race fuel or meth? A WW tank of meth isn't going to last a 20-30 minute session on a road-course from my experience.
I'd be curious how your lap times compare to a stock or slightly modded Z. My guess is that the extra power of the blower doesn't buy much in terms of overall lap times as the most you're going to pick up in the straights is a second or two which is easily offset or lost in the turns.
For a road-course car my strong preference would be NA. Less weight on the nose of the car, less likelihood of heat issues, unlikely to chuck a belt if you miss shift, etc.
Now, for a drag race car or freeway monster all bets are off. That's where power adders really shine.
Just my .02 after having twin turbos, a ProCharger, an E-Force, and NA combos on a mix of C5 and C6s.
I'd be curious how your lap times compare to a stock or slightly modded Z. My guess is that the extra power of the blower doesn't buy much in terms of overall lap times as the most you're going to pick up in the straights is a second or two which is easily offset or lost in the turns.
For a road-course car my strong preference would be NA. Less weight on the nose of the car, less likelihood of heat issues, unlikely to chuck a belt if you miss shift, etc.
Now, for a drag race car or freeway monster all bets are off. That's where power adders really shine.
Just my .02 after having twin turbos, a ProCharger, an E-Force, and NA combos on a mix of C5 and C6s.
I will completely agree that a n/a combo is more suited and would most likely lead to less problems and faster lap times but my point was that its possible to run forced induction without issues if you feel the need and are willing to spend some money on your cooling system (both coolant and oil). You are absolutly correct about a washer fluid reservoir not lasting a 30 min track session, especially with a dual nozzle setup. What I did was relocate the battery to the trunk and build a custom 3 gallon tank out of .090 stainless sheet to replace it. Runs through about 2.5 gallons in one session. Road America has some long stretches where you can really lay into it.
#13
i have heard of a few poeople HPDEing their ZR1s whats the difference and they seem to work ok... are people saying that a Z06 with the same suspension setup would be faster than a ZR1 around a track? I would have thought the extra grunt (torque) and greater flexability of the ZR1 would have been a easier package to drive quickly. Might not 'feel' as fast though...
#14
Drifting
Probably depends on the track. One with long strights would favor the higher power car even if it's a little more weight. Remember there is a lot of engineering to get these cars ready for sale to the public, a lot of engineering us aftermarket tweakers don't take into account. The factory doesn't sent the cars out with week tunes on purpose, but they need it to be reliable in all types of conditions. Sure it can be done, but not without thought being put into all aspects of the package.
#15
The intercooler will block the radiator causing your coolant / oil temps to soar. If you don't mind sand bagging / pulling-in to do cool-off laps it should be ok. The PD blowers usually run a heat exchange that isn't as bad as the centri A2As but LG still had issues with heat on their modified ZR1.
#16
The intercooler will block the radiator causing your coolant / oil temps to soar. If you don't mind sand bagging / pulling-in to do cool-off laps it should be ok. The PD blowers usually run a heat exchange that isn't as bad as the centri A2As but LG still had issues with heat on their modified ZR1.
#17
The intercooler will block the radiator causing your coolant / oil temps to soar. If you don't mind sand bagging / pulling-in to do cool-off laps it should be ok. The PD blowers usually run a heat exchange that isn't as bad as the centri A2As but LG still had issues with heat on their modified ZR1.
But then people like AVB have run Two. Turbo (PTK) cars and had success. Guess it's often down to the environment the cars are in.
I would love to see someone use a centi with one of LPEs new integrated chargecooler manifolds maybe with a rear mounted Heat exchange and see how that worked. There has to be an engineering solution to the problem!
#18
Safety Car
The intercooler will block the radiator causing your coolant / oil temps to soar. If you don't mind sand bagging / pulling-in to do cool-off laps it should be ok. The PD blowers usually run a heat exchange that isn't as bad as the centri A2As but LG still had issues with heat on their modified ZR1.
Thats my experience with a high powered centri car on the track.. No issues.
#19
Didn't realise they had issues! My thinking was more than heavy supercharged cars like the gt500 can be made to lap tracks for full 20min + sessions relatively easily. Yet it seem s really difficult to keep the vetts cool. I k ow the gt500s have move front end to let the air in which is probably the key issue!
But then people like AVB have run Two. Turbo (PTK) cars and had success. Guess it's often down to the environment the cars are in.
I would love to see someone use a centi with one of LPEs new integrated chargecooler manifolds maybe with a rear mounted Heat exchange and see how that worked. There has to be an engineering solution to the problem!
But then people like AVB have run Two. Turbo (PTK) cars and had success. Guess it's often down to the environment the cars are in.
I would love to see someone use a centi with one of LPEs new integrated chargecooler manifolds maybe with a rear mounted Heat exchange and see how that worked. There has to be an engineering solution to the problem!
Last edited by ysb02; 12-14-2012 at 10:56 AM.
#20
PD blowers like the GT500 will heat soak and the factory tune is very very very well done and very very very tested so it pulls timing and no boom. The amount of testing they do to these cars isn't repeatable in the enthusiast area. You get less power but that's better than a rod through the block or a smashed piston. The problem is once you change anything (more boost/power = more heat) the entire system isn't designed to cope with it and heat builds up very fast. You can swap out parts like a bigger exchange / more water volume / meth injection but in the end it's a bandaid to fix a very serious engineering problem.
Thinking about it you only have x amount of air entering the front of the car, and On the vette that's not a great deal, to do all the cooling duties. So it docent matter what you put first or how bug it is compared to the other cooling bit the same amount of air has to cool it. The only way you can get more cooling is get more air through the front (fans??) or find another air source. Some cars stick the radiators at the rear of the car. This would be great but I have never seen this done on a vette.
AVB ran a PTK turbo setup on his c5 and that worked for him. He did v mounted the intercooler / radiator and a lot of other cooling mods.