Drove the GTR some more.
Discussion
I've gotten used to it so that my knees are no longer trembling when I get out of the car. What a freaking rocketship! Got my plates, title, insurance ($950/yr).
Hope to do some drag testing before Hot Rod Power Tour which starts May 31. Updated pics here: www.worksstand.com/jeffs
Hope to do some drag testing before Hot Rod Power Tour which starts May 31. Updated pics here: www.worksstand.com/jeffs
sorry wrong link to updated pics:
www.worksstand.com/jeffs.htm
www.worksstand.com/jeffs.htm
jschwartz,
Dear Sir,
You seem to be a fellow Vette driver as well. I had the 2000 C5 Coupe with the MN6 trany. Modified somewhat :O!
I have two questions:
1) That powerplant in your GTR appears to look very similar to the new GM powerplant for the Z06?
2) That trany appears to be a T6 - Borg/Warner (MN6)?
Please correct me where I have it wrong.
Lastly, since I am now in the "research" phase of my possible Ultima purchase - AND - since I finally found another Vette Man on the Ultima house, I want to ask you something:
What do you think about allowing John over at Lingenfelter, do his thing with an LS6 for my GTR? I'm talking about his new 795hp Twin Turbo arrangement that he uses for the new Corvettes.
I know that given your experience with the Corvette that you must know about Lingenfelter and their legendary background with the Vette. Does the GTR have enough room inside the engine bay to accommodate the Lingenfelter 795hp TT Package - a rebirth of the LS1, or LS6?
If I do the Ultima, then it MUST be stronger and quicker then my 2000 Vette was. I would be looking for 0-60 times down in the sub 4.0 range, and quarter times in the sub 10 range (9.2 would not be all that bad).
What do you think? Oh! I love your ride
!
Dear Sir,
You seem to be a fellow Vette driver as well. I had the 2000 C5 Coupe with the MN6 trany. Modified somewhat :O!
I have two questions:
1) That powerplant in your GTR appears to look very similar to the new GM powerplant for the Z06?
2) That trany appears to be a T6 - Borg/Warner (MN6)?
Please correct me where I have it wrong.
Lastly, since I am now in the "research" phase of my possible Ultima purchase - AND - since I finally found another Vette Man on the Ultima house, I want to ask you something:
What do you think about allowing John over at Lingenfelter, do his thing with an LS6 for my GTR? I'm talking about his new 795hp Twin Turbo arrangement that he uses for the new Corvettes.
I know that given your experience with the Corvette that you must know about Lingenfelter and their legendary background with the Vette. Does the GTR have enough room inside the engine bay to accommodate the Lingenfelter 795hp TT Package - a rebirth of the LS1, or LS6?
If I do the Ultima, then it MUST be stronger and quicker then my 2000 Vette was. I would be looking for 0-60 times down in the sub 4.0 range, and quarter times in the sub 10 range (9.2 would not be all that bad).
What do you think? Oh! I love your ride
! It is a modified LS6, the trans is a Porsche Turbo G50/52 5 speed transaxle. The engine bay is tight. Though Kurt in Utah has a twin turbo in his. You can see it at www.ultimaclub.com click on "fastest ultima".
John Lingenfelter is in a brain damaged, vegitated state after his crash last fall at Pomona NHRA.
But he has a talented staff that could fabricate a twin turbo set-up. Due to engine positioning the vette twin turbo system would not bolt on. However the Ultima is so light a stock LS6 should run 10's in the 1/4! On the street mine blows the tires away at will.
525 real net HP with the proper driver and tires should propel and Ultima to the 9's at 146mph. 0-60 in 3. I hope to prove this by the end of this year.
jeff
John Lingenfelter is in a brain damaged, vegitated state after his crash last fall at Pomona NHRA.
But he has a talented staff that could fabricate a twin turbo set-up. Due to engine positioning the vette twin turbo system would not bolt on. However the Ultima is so light a stock LS6 should run 10's in the 1/4! On the street mine blows the tires away at will.
525 real net HP with the proper driver and tires should propel and Ultima to the 9's at 146mph. 0-60 in 3. I hope to prove this by the end of this year.
jeff
I've gotten used to it so that my knees are no longer trembling when I get out of the car. What a freaking rocketship!quote]
Reminds me of when I got my first motorbike (CBR600, damn fast for a newbie). I swear the first time I full throttled it I was hanging on for my life. Scared me $h!tle$$ and I loved it.
You want a real beast? Crank that LS1/LS6 out to 7 Litres (a 427) and then twin turbo it. The sky is the limit. Go for 1250hp, 1000kgs, same power to weight as an F1 car. That engine combo will do it too.
Sub 10s on a car that is really made for the track. Say bye bye to Porsche track days...Hell, it'd lap better than every racing cateogory in this country (apart from indy and Formula). And it's streetable...
If we went for serious HP (serious for a street car, that doesn't weigh 1000kgs/2200lbs), wouldn't we need to upgrade the rear treads? Otherwise the power is just counter productive, you'll just drift everywhere (not really that bad an idea
These cars being so light I think one needs to learn to drive it and optimize it. None of the perfomance numbers I've seen from an Ultima represent the car's true capability. I don't think more Hp than 500 is necessary, just gets wasted. I do have some Nitto NT555R softer compound tires I'll try. I'm gonna optimize my combination and learn to drive it and hope to have some great measured performance numbers to prove it.
I believe low 11's in the 1/4 mile is the best recorded for an Ultima?
I believe low 11's in the 1/4 mile is the best recorded for an Ultima?
Jschwartz,
Wow! I did not know that about John Lingenfelter. I will pray that he comes out of that situation, and is allowed to live a normal life once again.
Regarding the extra power - this has always been and will always be a very personal issue that only the driver can finally nail down for him/her self. I personally think that each individual is 100% responsible to make certain that they are "prepared" to drive the vehicle that they put on the road.
When I first strapped on my new C5, it was far different than driving my 3000GT/SL. So, I had to "learn" about the car and how it likes to perform (behave) under specific driving conditions and at all speeds. It took me about 1 year to get comfortable with knowing how to safely push the car up to its limits, while NOT pushing my driving skill beyond my own limits. Finding the correct balance is key to having fun, and staying alive.
Regarding the room inside the engine bay of the GTR relative to the Lingenfelter C5 TT set-up, I suspected that they might need to build a one-off. I guess my only question now is whether or not I want two (2) hot ball-baring TT's spooling around and wearing out, or should I just remain "Normally Aspirated" and extend the life of the engine.
Decisions - decisions - decisions. I heard the Lingenfelter makes LS1 and LS6 TT's that can last a very long time. Maybe it is worth the extra cash and maybe not. I'll keep studying the question until I come up with a fairly good answer.
Thanks again, and the Modified LS6 of yours looks real good I might say! I was surprise to "hear" you say that your trans was a Porsche G50 5spd! Exactly what is your RWHP and RWT numbers on the Chassis Dyno?
L2Pilot
"A Possible GTR Man in Research"
Wow! I did not know that about John Lingenfelter. I will pray that he comes out of that situation, and is allowed to live a normal life once again.
Regarding the extra power - this has always been and will always be a very personal issue that only the driver can finally nail down for him/her self. I personally think that each individual is 100% responsible to make certain that they are "prepared" to drive the vehicle that they put on the road.
When I first strapped on my new C5, it was far different than driving my 3000GT/SL. So, I had to "learn" about the car and how it likes to perform (behave) under specific driving conditions and at all speeds. It took me about 1 year to get comfortable with knowing how to safely push the car up to its limits, while NOT pushing my driving skill beyond my own limits. Finding the correct balance is key to having fun, and staying alive.
Regarding the room inside the engine bay of the GTR relative to the Lingenfelter C5 TT set-up, I suspected that they might need to build a one-off. I guess my only question now is whether or not I want two (2) hot ball-baring TT's spooling around and wearing out, or should I just remain "Normally Aspirated" and extend the life of the engine.
Decisions - decisions - decisions. I heard the Lingenfelter makes LS1 and LS6 TT's that can last a very long time. Maybe it is worth the extra cash and maybe not. I'll keep studying the question until I come up with a fairly good answer.
Thanks again, and the Modified LS6 of yours looks real good I might say! I was surprise to "hear" you say that your trans was a Porsche G50 5spd! Exactly what is your RWHP and RWT numbers on the Chassis Dyno?
L2Pilot
"A Possible GTR Man in Research"
Mmmm...interesting!
How much cheaper?
MoTec ECUs are made here in Australia and so arent that expensive (between AU$1700 to AU$2000 or about 650 to 770 pounds at current exchange rates).
How much would I expect to pay for a dtafast ECU?
The main reason Im thinking of the MoTec (aside from traction and launch control) is the number of rpm and load points it can be programmed at.
You see, over here I need to pass current emissions standards .Unless of course I drop in a standard engine to pass rego (SVA) and then modify/build a new one!
I considered (and still am) doing this but it will mean either having the car off the road for an unknown length of time or having to alert the officials of my new engine number, in which case they may want an emissions test anyway!
Andy
How much cheaper?
MoTec ECUs are made here in Australia and so arent that expensive (between AU$1700 to AU$2000 or about 650 to 770 pounds at current exchange rates).
How much would I expect to pay for a dtafast ECU?
The main reason Im thinking of the MoTec (aside from traction and launch control) is the number of rpm and load points it can be programmed at.
You see, over here I need to pass current emissions standards .Unless of course I drop in a standard engine to pass rego (SVA) and then modify/build a new one!
I considered (and still am) doing this but it will mean either having the car off the road for an unknown length of time or having to alert the officials of my new engine number, in which case they may want an emissions test anyway!
Andy
It's about £850 for the ecu plus £30 for the main plug and we pay vat at 17.5%. Don't know if you will have to pay that though. It has everything on it that the motec has as far as I'm aware. If your interested I shall get you the link but you should be able to find it. Probably dtafast.co.uk. PM me if you want any more info.
Thanks boosted ls1
Ive already had a look.
What really wets my appetite are those throttle bodies
Time to sell the kids and put the wife on the streets!
BTW, anyone interested can have a look at the MoTec info at www.motec.com.au. If anyone wants more any info or exact pricing ,drop me a line and Ill try and find out.
Andy
Ive already had a look.
What really wets my appetite are those throttle bodies
Time to sell the kids and put the wife on the streets!
BTW, anyone interested can have a look at the MoTec info at www.motec.com.au. If anyone wants more any info or exact pricing ,drop me a line and Ill try and find out.
Andy
L2: Don't give yourself any worries about the lifespan of the turbos. As long as you're using quality units (would recommend a Garrett based turbo myself), don't boost over 25psi or so (even YOU would never need that much power!), I can't see you having any problems. Turbo lifespan may have been an issue once, but problems are few and far between even with fairly extreme road applications now. I'm into turbo jap cars myself, and power outputs of 150bhp/litre are commonplace, 200bhp/litre still achievable with very good reliability. 300bhp/litre and engines will pop but a correctly sized turbo will not be working excessively hard. Engine bay heat may have a detrimental effect on perishable components such as hoses and wiringh though unless you address it.
doc, what engine would you be thinking of using? Do you have a preference between NA or boosted?
Just wondering, because a chevy NA monster will have a harder time passing than say a 1UZFE twin turbo (lexus v8, what I'm planning to use, also a much stronger engine than a chevy).
Motec at 2k, I love being in Australia sometimes. They must make a fortune off Americans...
Just wondering, because a chevy NA monster will have a harder time passing than say a 1UZFE twin turbo (lexus v8, what I'm planning to use, also a much stronger engine than a chevy).
Motec at 2k, I love being in Australia sometimes. They must make a fortune off Americans...
Not sure yet.
Probably a ls1 or ls6.
Either way it will be NA.
Kind of worried about coming around a corner, punching it, gaining 200 or 300 Nm of torque in 1000 or 1500 rpm ....and going backwards through the armco
Forced induction is always nice...I think Stigs set up is probably idealy suited to an Ultima as far as forced induction is concerned.
By the way Stig, does your car suffer from the above problem or is the power delivery more linear?
Andy
Probably a ls1 or ls6.
Either way it will be NA.
Kind of worried about coming around a corner, punching it, gaining 200 or 300 Nm of torque in 1000 or 1500 rpm ....and going backwards through the armco
Forced induction is always nice...I think Stigs set up is probably idealy suited to an Ultima as far as forced induction is concerned.
By the way Stig, does your car suffer from the above problem or is the power delivery more linear?
Andy
Motec kit makes a very good duty free purchase if you are planning on visiting Australia anytime soon - you can even claim the local sales taxes back at the airport on the way out of the country. The software on the Motec ECU's is a good deal more comprehensive than the DTA, but either will be adequate for most setups - the motec wins out by being a little more flexible.
I was at Silverstone last week during a test session with a pair of Mosler MT900R (www.moslerauto.com) racers that were running largely standard LS6 engines in an installation that is not that different from an Ultima. Modifications appear to be limited to rebalanced, handbuilt bottom end with a dry sump system, standard heads, uprated springs, rockers and pushrods with the GM Grand AM Cup cam - the standard plenum was retained, but reversed to place the (larger) throttle body at the rear of the engine connected to an airbox fed by a duct running down from the cockpit roof.
Performance certainly seemed to be adequate - they went past me like I was standing still - big respect to the guys testing a 2CV racer in the same session!
Seems like a sensible spec for a N/A LS6 - the racers were running a full suite of Motec electronics.
I was at Silverstone last week during a test session with a pair of Mosler MT900R (www.moslerauto.com) racers that were running largely standard LS6 engines in an installation that is not that different from an Ultima. Modifications appear to be limited to rebalanced, handbuilt bottom end with a dry sump system, standard heads, uprated springs, rockers and pushrods with the GM Grand AM Cup cam - the standard plenum was retained, but reversed to place the (larger) throttle body at the rear of the engine connected to an airbox fed by a duct running down from the cockpit roof.
Performance certainly seemed to be adequate - they went past me like I was standing still - big respect to the guys testing a 2CV racer in the same session!
Seems like a sensible spec for a N/A LS6 - the racers were running a full suite of Motec electronics.
Doc, the only NA SBC I'd even thinking about putting in is a 7L. Pure beast, sould suit the car.
I guess I lean towards turbo's because they're more flexible (turn up/down the boost for street/track/strip).
Doc, would that LS1 come from a vette or holden?(I'll assume a vette).
Maybe Holden will supply you the 427 LS1 (think they might have used an LS6) they're putting into production. Around 450kw (600hp) if I remember right.
Shame they didn't try to make it more exotic...
I guess I lean towards turbo's because they're more flexible (turn up/down the boost for street/track/strip).
Doc, would that LS1 come from a vette or holden?(I'll assume a vette).
Maybe Holden will supply you the 427 LS1 (think they might have used an LS6) they're putting into production. Around 450kw (600hp) if I remember right.
Shame they didn't try to make it more exotic...
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