[Z06] High hp n/a z06??
05-02-2014, 05:55 PM
#1
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High hp n/a z06??
Let me start by saying I've searched for a while. I know there are major differences between dyno's and a dyno sheet is just bragging rights. Ive also seen plenty of posts on track times. Just wondering if anyone knows what the high end of n/a horsepower on a stock bottom end z06 is?
05-02-2014, 06:05 PM
#2
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Stock bottom end Z's, with aggressive compression and well flowing top ends with bigger camshafts, are capable of getting 600+ rwhp. Dynos aside, cars legitimately making that number will be seeing traps at about 140mph.
It's possible to keep going from there if you're willing to go 14:1 on pure race gas and massive solid rollers. Upper 600's I would imagine.
It's possible to keep going from there if you're willing to go 14:1 on pure race gas and massive solid rollers. Upper 600's I would imagine.
05-02-2014, 06:16 PM
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Its a street car don't really want to get into anything more than 12:1 to stay on pump. were going with a pretty aggressive cam and one of the best heads guys out there getting the air flowing. I stayed hydrolic but have been considering going to a solid lifter setup. my goal is to be around 650 on a streetable setup no spray. there is just something that commands respect to be in such a high hp car and not cheat (forced induction)
Last edited by MHCvette; 05-02-2014 at 06:49 PM.
05-02-2014, 07:24 PM
#4
Supremacy 1 car at a time
N/A C6Z06, might want to break it down.............
PUMP GAS 92/3 octane.................or............... .....RACE GAS
LS7 block w/ stock rotating assy...........or..............LSx, RHS, skies the limit w/ crank,rods..
This is the most I've seen. This is a stout built motor though.
http://forums.corvetteforum.com/c6-z...-649-rwhp.html
PUMP GAS 92/3 octane.................or............... .....RACE GAS
LS7 block w/ stock rotating assy...........or..............LSx, RHS, skies the limit w/ crank,rods..
This is the most I've seen. This is a stout built motor though.
http://forums.corvetteforum.com/c6-z...-649-rwhp.html
05-02-2014, 07:32 PM
#5
Pro
Its a street car don't really want to get into anything more than 12:1 to stay on pump. were going with a pretty aggressive cam and one of the best heads guys out there getting the air flowing. I stayed hydrolic but have been considering going to a solid lifter setup. my goal is to be around 650 on a streetable setup no spray. there is just something that commands respect to be in such a high hp car and not cheat (forced induction)
05-02-2014, 07:32 PM
#6
Melting Slicks
Do you consider E85 pump fuel? I make 630-645whp depending on the dyno and day. 13.8:1 compression with all the goodies on stock bottom end.
Most I did on 11.8:1 compression and regular gas was 595 on a dynojet with SAE correction.
Most I did on 11.8:1 compression and regular gas was 595 on a dynojet with SAE correction.
Last edited by EX1; 05-02-2014 at 07:34 PM.
05-02-2014, 08:09 PM
#8
Burning Brakes
What matters is having base (stock) rw sheet what the after sheet says is truth in numbers,this was a top end mod on a mustang dyno Anything else without a base # lacks credibility,due to dynos and people. Tearing into the lower end would have me reaching for a procharger.
05-02-2014, 08:12 PM
#9
Team Owner
High n/a ls7 power is limited by the intake manifold. If you could pop the intake off and put a high rise or carb style/etc then people have made 660-680rwhp on stock bottom end ls7 n/a. If you didn't mind cutting the hood/etc you could do that in a c6z. Otherwise ~640-650rwhp seems to be the limit with high compression aggressive builds, even if they up the cubes.
05-02-2014, 08:30 PM
#10
Burning Brakes
High n/a ls7 power is limited by the intake manifold. If you could pop the intake off and put a high rise or carb style/etc then people have made 660-680rwhp on stock bottom end ls7 n/a. If you didn't mind cutting the hood/etc you could do that in a c6z. Otherwise ~640-650rwhp seems to be the limit with high compression aggressive builds, even if they up the cubes.
05-02-2014, 10:40 PM
#11
Team Owner
Stock clutch can internals are fine. No idea what you are talking about. Clutch is only an issue if you are going to put a tire and race it, for dyno pulls stock clutch will hold whatever a n/a 427 can make, now if you want to drag race it of course you need a clutch.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
05-02-2014, 10:54 PM
#12
Burning Brakes
Stock clutch can internals are fine. No idea what you are talking about. Clutch is only an issue if you are going to put a tire and race it, for dyno pulls stock clutch will hold whatever a n/a 427 can make, now if you want to drag race it of course you need a clutch.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
05-03-2014, 09:05 AM
#13
Melting Slicks
I know Carlos, from Vette-Air, cranked out a lot n/a on his E85 build, approximately ~680whp n/a on a dynojet. Graphs are posted somewhere on CF.
Seems that ~650whp is the magic number for high n/a low profile intake manifold power C6Z's though and trap speeds should reflect around ~142mph to validate the dyno assuming a full weight car w/ driver around 3300lbs.
Seems that ~650whp is the magic number for high n/a low profile intake manifold power C6Z's though and trap speeds should reflect around ~142mph to validate the dyno assuming a full weight car w/ driver around 3300lbs.
05-03-2014, 12:02 PM
#14
I know Carlos, from Vette-Air, cranked out a lot n/a on his E85 build, approximately ~680whp n/a on a dynojet. Graphs are posted somewhere on CF.
Seems that ~650whp is the magic number for high n/a low profile intake manifold power C6Z's though and trap speeds should reflect around ~142mph to validate the dyno assuming a full weight car w/ driver around 3300lbs.
Seems that ~650whp is the magic number for high n/a low profile intake manifold power C6Z's though and trap speeds should reflect around ~142mph to validate the dyno assuming a full weight car w/ driver around 3300lbs.
I almost think Carlos is full of ****.
He always posts about dyno numbers well into the 600s but none of those guys have the 140+mph NA numbers to back it up.
Most seem to go high 130s which has been done by people only in the high 500s low 600s
A legit 650 660 670rwhp z06 can, should, and has been 142 to 144mph.
05-03-2014, 02:41 PM
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I almost think Carlos is full of ****.
He always posts about dyno numbers well into the 600s but none of those guys have the 140+mph NA numbers to back it up.
Most seem to go high 130s which has been done by people only in the high 500s low 600s
A legit 650 660 670rwhp z06 can, should, and has been 142 to 144mph.
He always posts about dyno numbers well into the 600s but none of those guys have the 140+mph NA numbers to back it up.
Most seem to go high 130s which has been done by people only in the high 500s low 600s
A legit 650 660 670rwhp z06 can, should, and has been 142 to 144mph.
05-03-2014, 02:52 PM
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High n/a ls7 power is limited by the intake manifold. If you could pop the intake off and put a high rise or carb style/etc then people have made 660-680rwhp on stock bottom end ls7 n/a. If you didn't mind cutting the hood/etc you could do that in a c6z. Otherwise ~640-650rwhp seems to be the limit with high compression aggressive builds, even if they up the cubes.
Stock clutch can internals are fine. No idea what you are talking about. Clutch is only an issue if you are going to put a tire and race it, for dyno pulls stock clutch will hold whatever a n/a 427 can make, now if you want to drag race it of course you need a clutch.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
05-03-2014, 04:07 PM
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Stock clutch can internals are fine. No idea what you are talking about. Clutch is only an issue if you are going to put a tire and race it, for dyno pulls stock clutch will hold whatever a n/a 427 can make, now if you want to drag race it of course you need a clutch.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
We are talking wheel numbers. If you want to talk crank numbers than 600 is cake. Stock ls7s are fine if the issues in the heads are fixed for upto ~750-800rwhp with good tuning. No reason to build a bottom end for a 600rwhp n/a build. In fact, probably worse off because most builds go with heavier rods/pistons.
05-03-2014, 04:10 PM
#19
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Actually it was a Beck, he then switched to a single plane set up and made 690rwhp...
http://forums.corvetteforum.com/c6-z...-690-rwhp.html
http://forums.corvetteforum.com/c6-z...-690-rwhp.html
05-03-2014, 04:59 PM
#20
Team Owner
Exactly. That monte carlo shows how much power you can uncork with a different intake.