Richie Sposato and his 04 CTS-V w/ATI ProCharger D-1SC
This update from: 11/13/2006

Richie Sposato shipped his CTS-V to us from the state of New York.  Richie's V only has approx 4,000 miles on it, and is like a brand new car. Richie is having us rebuild the 346 cubic inch LS1 engine, using a Callies 4.0 stroker crankshaft, Callies Compstar connecting rods, Mahle coated pistons and Total Seal rings. The engine will now be a 382 cubic inch engine that will be capable of handling a lot of boost. Richie is also having us install our EPP ATI ProCharger D-1SC supercharger package, so this is going to be one lethal V!



We removed the engine and the front bumper assembly to begin our installation.

 

This is what the front suspension looks like once the engine is removed from it. We have found the quickest way to remove the engine in these cars is to drop it out through the bottom. This also keeps the top of the fenders much cleaner as we are not having to lean over the car.



The heavy stock dual mass clutch assembly is being replaced by a Spec Stage three plus clutch and pressure plate, along with a Spec steel flywheel that is shown below.
 




Here is our engine building area, the engine on the stand on the left is Richie's engine.  



Here are some of the components waiting to be reinstalled on Richie's engine.



The Callies crankshaft with it's 4.0 stroke is installed with new main cap bolts, into the newly machined engine block. We always have the full rotating assembly balanced.



Mahle coated pistons and Callies Compstar rods are going into this V's engine.





The shortblock is shown here ready for the oil pan to be reinstalled.



The oil pan is installed and Chip is shown here drilling the crankshaft for the new balancer.



The lifter trays are being reinstalled.



We use ARP head studs for engines that are going to be using forced induction. One thing to note is that LS6 blocks take different ARP studs than the LS1 blocks do. The LS6 studs are shorter in length.

 



The cylinder heads and the valvetrain are now being reinstalled.

The engine is now ready for the intake manifold to be installed.



We are installing a 160 degree SLP thermostat to help keep the engine cool.

The engine is shown on the stand with the Kook's stainless steel headers that we are using on Richie's V. We have found the Kook's headers to be the best you can buy, and their finish and fit is excellent!



This picture shows the water pump bracket we made to replace the one that is on the floor. This modification allows room for the installation of the ATI ProCharger.



The engine is mounted back up to the suspension.





These two pictures show the engine and transmission mated back together, with the new clutch installed inside the bellhousing. Chip Appleton is shown working on the engine.



The engine is back in the car, next comes the exhaust and the ProCharger!



Kooks makes some of the best headers that can be found, and their CTS-V headers fit great! These headers really make a lot of added power as well.



Here is a picture you don't see too often. Notice how clean this 2004 CTS-V is!



Richie sent along a shift handle kit for us to install.



Richie also had un install BMR Trailing Arms and Toe Rods, here is a link to them on my website.
http://www.exoticperformanceplus.com/performance_parts/index.html?item=430
http://www.exoticperformanceplus.com/performance_parts/index.html?item=429





A BMR Anti Wheelhop kit was also added. Here is our link to it.
http://www.exoticperformanceplus.com/performance_parts/index.html?item=427



The BMR items that Richie had us add will help to control wheelhop, plus this V will get much better traction with these items. Wheelhop is a big problem with these cars, and can cause the rear-end to break!



The Magnaflow cats that come as part of the Kooks header kit that we buy flow awesome, and look great.



We are installing a Magnaflow exhaust system on this V, and only had to do slight modifications at the crossover to mate the exhaust sytem to the Kooks headers. Kooks is currently working on creating the mid pipes to match up their headers to the Magnaflow exhaust systems.



Here are two good views of the completed exhaust system.





The polished mufflers really set this system apart from many others on the market.



The ATI ProCharger comes in a long 90lb box, as is really packaged nicely!



One of the first items we need to modify is the ProCharger supplied bracket assembly, adding clearance for the throttle body drive by wire module.



The blower is now installed!



As you can see, it is a tight squeeze to get the inlet hat installed.





We route the air filter down under the engine compartment, to get it away from the engine heat. Once everything is remounted, the air filter is out of the way of most road debris.



This picture shows our filter tubing routing through the sheetmetal from above.



The ATI Performance Products harmonic balancer can be seen on the end of the crankshaft in this picture.



The 4 ply silicon 90 degree elbow coming from the intercooler plumbing is installed.





The large front mount intercooler is now mounted.



We make mounting brackets to secure the top and the bottom of the intercooler.



Chip is shown here welding up the plumbing for the lower intercooler tubes.



The lower intercooler plumbing is now installed.



The bypass valve plumbing can barely be seen here.











Here is the passenger side lower tube routing.








We installed an MSD Fuel Pump Booster, pn# 2350. The MSD unit increases voltage to the stock fuel pump to increase fuel flow.



The front end is back together, and the car will soon be headed for the dyno.





The intercooler looks nearly invisible behind the grille of this silver V!



Richie's V is up on the dyno getting some part throttle tuning done. We will then put approx 100 miles on it before we go wide open with this newly rebuilt engine.




602 rwhp and 637 ft lbs of torque with 11 psi of boost, not bad considering the hot and muggy weather we are currently having, plus the fresh engine only has about 100 miles on it. This would be 640 to 650 rwhp on a DynoJet unloaded type of dyno. Our Mustang Chassis Dyno, using eddy current, is more accurate but it does give lower numbers. Add approx 20% to the 650 rwhp number and you would be close to what this V is making at the engine! 





We added a 9.00" Spal fan assembly to this V, to help keep it cool in heavy traffic on 100 degree days.

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