Drove the GTR some more.
Discussion
"Engine bay heat may have a detrimental effect on perishable components such as hoses and wiringh though unless you address it."
AWW999,
That is an interesting thought. I wondered about "possible" heat-soak in the GTR coming off the Turbo's and whether or not that would be a problem given the un-shielded rear-engine bulkhead being so close to driver and passenger.
However, I took a closer look at some of the photos on several GTR websites and the Rear-Engine Panel does seem to be able to "breath" to some degree. Of course, coating the pipes (as many as you can) will help as well with keeping the heat down. Those running from the Radiator through the two side Pods, as well as those running from the engine (headers, and exhaust). Then using ONLY rubber hoses that are high-temp rated and keeping them well conditioned. As far as belts are concerned - oh well - not sure how to deal with that.
If I do decide to go Twins on the GTR it would be with either an LS1 V8, or an LS6 V8. I'm not sure if the NorthStar V8 would work with Twins - but that would be my third option. I’ve heard of some interesting applications using the NorthStar engine in other types of cars, but I am more familiar with and have more experience with the LS series engines from GM.
I may scale down the engine output requirement to a more modest 700-875 RWHP range, given the weight of the GTR - (significantly lighter than my older C5), it just does not need the extra power that I once thought would be required. I also want it "street-able", so 1000hp at the crank may be too excessive - to put it mildly. But, we should be able to get 700 to the ground and still be "street-able" - I hope! As long as the Torque numbers are not that far off at the low end of the RPM band, I will be very happy and content with lower initial HP. Of course, chassis dyno testing will confirm or deny all of this in the end. All I want is a very smooth torque curve on the dyno results, and that will do wonders for this light-weight car!
Boost should be no where near the 25 mark! I'd be really concerned about running ANY GM made LS1, or LS6 at 25 boost! Ouch - that hurts just thinking about it! I personally do not know of anyone that has raised the boost on an LS1, or LS6 to those levels where the engine lived to tell about it for any appreciable amount of time on the road. I'm not saying they are not out there, I'm just saying that I personally don't know of anyone. I know of some who have tried only to blow it to bits (bent rods, cracked pistons, etc.). Bending rods are not uncommon on the LS1. I know of several that have done that WITHOUT any mods at all!
However, I used to always hit the rev-limiter without any noticeable internal issues. My dyno numbers would always be in-line with previous runs. My engine also put out slightly more horsepower on the dyno than most LS1 stock engines, so I think I must have been fortunate enough to get a "freak" from the factory. Except for that sparkplug weirdness.
L2Pilot
AWW999,
That is an interesting thought. I wondered about "possible" heat-soak in the GTR coming off the Turbo's and whether or not that would be a problem given the un-shielded rear-engine bulkhead being so close to driver and passenger.
However, I took a closer look at some of the photos on several GTR websites and the Rear-Engine Panel does seem to be able to "breath" to some degree. Of course, coating the pipes (as many as you can) will help as well with keeping the heat down. Those running from the Radiator through the two side Pods, as well as those running from the engine (headers, and exhaust). Then using ONLY rubber hoses that are high-temp rated and keeping them well conditioned. As far as belts are concerned - oh well - not sure how to deal with that.
If I do decide to go Twins on the GTR it would be with either an LS1 V8, or an LS6 V8. I'm not sure if the NorthStar V8 would work with Twins - but that would be my third option. I’ve heard of some interesting applications using the NorthStar engine in other types of cars, but I am more familiar with and have more experience with the LS series engines from GM.
I may scale down the engine output requirement to a more modest 700-875 RWHP range, given the weight of the GTR - (significantly lighter than my older C5), it just does not need the extra power that I once thought would be required. I also want it "street-able", so 1000hp at the crank may be too excessive - to put it mildly. But, we should be able to get 700 to the ground and still be "street-able" - I hope! As long as the Torque numbers are not that far off at the low end of the RPM band, I will be very happy and content with lower initial HP. Of course, chassis dyno testing will confirm or deny all of this in the end. All I want is a very smooth torque curve on the dyno results, and that will do wonders for this light-weight car!
Boost should be no where near the 25 mark! I'd be really concerned about running ANY GM made LS1, or LS6 at 25 boost! Ouch - that hurts just thinking about it! I personally do not know of anyone that has raised the boost on an LS1, or LS6 to those levels where the engine lived to tell about it for any appreciable amount of time on the road. I'm not saying they are not out there, I'm just saying that I personally don't know of anyone. I know of some who have tried only to blow it to bits (bent rods, cracked pistons, etc.). Bending rods are not uncommon on the LS1. I know of several that have done that WITHOUT any mods at all!
However, I used to always hit the rev-limiter without any noticeable internal issues. My dyno numbers would always be in-line with previous runs. My engine also put out slightly more horsepower on the dyno than most LS1 stock engines, so I think I must have been fortunate enough to get a "freak" from the factory. Except for that sparkplug weirdness.
L2Pilot
Wow - just checked out those MT900's.
Sure looks like the C5 Platform to me. Everybody (that owns a C5) has been wondering what the new C6 Corvette will look like. Well, I think that the MT900S is a very strong indicator.
It has C5 written all over it. Body (Nose, Tail, Sides, Top). Looks just like a C5 on steroids. Sure would make a nice C6. Corvette Mike's is even a certified "dealer" of the MT900.
Still, a well planned and executed GTR should spank the "production" MT900S down the track with relative ease. However, at "only" $159,000 you get a race ready GTR Class SuperCar (MT900R). Looks like the street-able MT900S will set you back $159,000 as well for their Street Legal version. The Photon will run you over $200k!
Either way - a pretty awesome looking SuperCar (maybe the new C6 Corvette Concept). Funny how the MT900R cost less than the MT900S – strange.
Funnier still, how you can bump up the horsepower on the GTR and run even faster for less cash out of pocket -
You just gotta love that.
L2Pilot
Sure looks like the C5 Platform to me. Everybody (that owns a C5) has been wondering what the new C6 Corvette will look like. Well, I think that the MT900S is a very strong indicator.
It has C5 written all over it. Body (Nose, Tail, Sides, Top). Looks just like a C5 on steroids. Sure would make a nice C6. Corvette Mike's is even a certified "dealer" of the MT900.
Still, a well planned and executed GTR should spank the "production" MT900S down the track with relative ease. However, at "only" $159,000 you get a race ready GTR Class SuperCar (MT900R). Looks like the street-able MT900S will set you back $159,000 as well for their Street Legal version. The Photon will run you over $200k!
Either way - a pretty awesome looking SuperCar (maybe the new C6 Corvette Concept). Funny how the MT900R cost less than the MT900S – strange.
Funnier still, how you can bump up the horsepower on the GTR and run even faster for less cash out of pocket -
You just gotta love that. L2Pilot
I've got a Toyota Supra, and even on low boost (15 psi or so) the whole of the turbo exhaust housing is glowing cherry red after a hard run. Heatshields, lagging etc all help though, I'm sure you can get round it.
I don't know much about turbocharging V8's but I'd suggest a couple of Garret T04E's, 0.70 exhaust a/r. Full bost at around 2500rpm on an engine that size with minimal lag. Check out www.montygwilliams.com for a twin turbo 427 chevvy small block running about 1200hp, lots of good info there including dyno plots.
I don't know much about turbocharging V8's but I'd suggest a couple of Garret T04E's, 0.70 exhaust a/r. Full bost at around 2500rpm on an engine that size with minimal lag. Check out www.montygwilliams.com for a twin turbo 427 chevvy small block running about 1200hp, lots of good info there including dyno plots.
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