ayousef

Well here goes , you know I had to do it, and although the thread is gonna be quite for a few weeks, except that ill make sure to update this on a regular basis with the build details, parts, my crazy ideas all with pictures and videos in that case whether engine mods or cosmetic everything will be documented over here.

Estimated parts delivery time: 10st of September
Estimated Completion time: [Edit: delayed] End of September.

HP Target: 1000rwhp on race gas (bragging rights)
Otherwise: 900+ RWHP on 93 octane fuel, no meth or additives.

Build overview:
- 427 CI LS7X Warhawk aluminum block @ 9.0:1 compression ratio + 6bolt heads.
- Power Adder: TTi C6 Z06 Twin Turbo kit @ 15lbs of boost.
- A&A Fuel system
- 95lbs low-impedance injectors + Versafueler converter
- Custom fabricated exhaust utilizing stock butterfly valves.
- Custom designed exhaust valve control by throttle position.

Cooling:
- Ron Davis/Dewitts aluminum radiator + built in engine oil cooler
- 80% distilled water + 20% anti corrosion coolant mix.
- 160 degree thermostat.
- Plus one of my custom cooling creations

Power Delivery:
- Spec twin-disk clutch
- 345 Nitto Invos

Tuning:
- EFILive/ HPT havent decided yet

Goals:
- Streetable daily drivable monster vette, infact WILL be daily driven.
- A car that will actually go straight instead of sideways with that power. In order to acheive those results, boost will be mapped 3D using an HKS controller for boost vs throttle position vs vehicle speed delivering the maximum power that the rear tires can handle at every speed/gear.

Cosmetic mods:
- 360 Forged Spec Multi wheels
- World challenge triple louvered hood
- MTI racing front chin spoiler
- Boost + wideband gauges and gauge pod
- Alcantra roof covering the pillars + gauge pod.

A big thanks goes to Ed Potter from Late Model Speed who is supplying the parts from long-block to boost gauge.

Pics will follow + hopefully a video of the engine in an engine dyno (minus turbos).

Estimated build cost: $50+K

cencalc6

cool can't wait for some pics

Mr.Big

I'm worried that the 63's won't be enough, Mine were maxed out at 800rwhp... I would consider, an AEM (or brand X) converter and some bigger low z injectors in addition to the A&A fuel system...

ayousef

Someone told me:

Again, 1000RWHP will be on the dyno, and 900+ with 93 octane fuel, it would be nice to hear what other people have to say

camaross305

I forgot but didn't somone come out with 80#ers that don't require a converter?

ayousef

the limitation is more with the stock PCM which cannot handle more than a certain % injector bigger than stock.

Phate

Mr. Big is correct, you are going to need a bigger injector then that...why take a chance on pushing a part that hard when you can have some piece of mind for the cost of the impedance converter?

Jorday

I'm using 96 lb injectors on my warhawk/procharger setup.

0Jake@EPP

63lbs wont even make it past peak torque most likely, you WILL need a 96lb injector, to run them @ 80% max.

ayousef

bsfc should be .6 which will increase injector duty cycle by lets say 90%?

No idea, still researching.

9secz

AEM is brand x! I was on their forum talking up the synergy between their ECU and my driver box a year before they released their copy. Back then their ECU customers were touting resistor boxes and telling me there was no need for my peak and hold driver.

As an experiment, call AEM and ask to speak with the guy who designed their box. Ask to see the thermal loading calculations that drove their heat sink design. Ask if their design includes a timer circuit that will switch from peak current to hold current in the event the injector current does not reach the target peak value. If it does, ask about the time constant calculations.

I can discuss those and all the other design aspects with anyone who's interested in hearing about them.

Or you can just blindly buy from the big name on the assumption that the bigger company has the better product.

Jeff

9secz

It's true that raising fuel pressure will raise injector flow rate. But remember that you are interested in the pressure "across" the injector, not fuel rail pressure. The pressure across an injector is the difference between fuel rail pressure and intake manifold pressure. If the fuel rail is at 70 psi and you have 25 psi of boost in the intake manifold, the pressure across the injector is (70 - 25) = 45 psi. Your 63.5 lb/hr injector is going to flow about 64 lb/hr.

If you want your 63.5 lb/hr injectors to behave like 80.55 lb/hr injectors as in the quote above, you'll have to set your fuel pressure at 70 psi plus whatever your boost is. For example, if you're at 25 psi of boost, your fuel rail pressure will have to be 95 psi.

Now consider that there is always a pressure drop in fluid systems that increases as the flow rate goes up. This means that your fuel pump will have to create more than 95 psi in order to end up with 95 psi in the rails. There aren't many reasonably priced pumps out there that have a high flow rate at 100 psi. The flow rate for all pumps goes down as the pressure goes up!

My 'Brand X" advice is to look for an injector in the 85 to 95 lb/hr range. Roughly 80% of the injectors I sell are 95 lb/hr. That's what I ran in the Camaro in my avatar, which I drove to work and which ran a best of 9.47@148 at Sacramento using the factory LT1 PCM.

Jeff

0INTMD8

Correct but most people run 1:1 regulators so setting line-off base pressure at 70psi will allow the injectors to act as 80's with the line connected.

True, that does mean his system could see 85psi at the rail with the 15psi boost he plans to run.

Fwiw, not sure what pumps he plans to use but we have used twin Walbros at 5bar (73.5) base pressure +20psi boost at the 950rwhp level and they had no problems supporting that flow requirement with 93.5psi at the rail.

Tavarez

badass build.

Mr.Big

just as a reference, I run a Fuel Lab brushless 1800hp pump, and my Mototron 60's were maxed at 800rwhp with boost + N2O... My current fuel system has just about every bell and whistle you would ever want/need on a street car with less than 1500rwhp...
I wish I knew about 9secz and his product sooner, this week was the first time I was aware of the situation AEM put him in. Being a business owner, I try to do business with the "small guy" when I can. I'll consider his product in the future when I learn more about it...

Vindication

Good luck with the Mcleod unit as well. I ordered one but its a project to install. You will need a bunch of C5 stuff for it to work. Trust me, I know......

ayousef

im getting the RXT, I thought it should work with no issues, which one did you get?

Vindication

I have a tex twin on mine.


RXT probably won't hold.

0INTMD8

We've had the RXT in a twin turbo 95 Cobra for 2 years now. The car makes 1075rwhp and ran 9.2 @156 at the track with a 3700lb raceweight. Not a single problem with the clutch so I expect to have similar results in a Z.

Not the best vid in the world but you can hear it launch off the 2-step and pull the left front on the 1-2 shift

http://www.youtube.com/watch?v=3ErD-HUL9Hk

Vindication

Ok...just not easy to put a Mcleod in a C6 but again Im talking from experience not because I sit here and go by what every else says.

I had a Twin Mcleod on my Cobra that made 600 rwhp. Awesome clutch no doubt. Just like i said before not easy to put on a C6.