Jordan Quilico's 2008 Z06 with an ATI ProCharger F-1R at 954 rwhp!
This update from: 04/02/2009

Jordan traded in his 2007 Z06 last Friday and bought this new 2008 Z06. The 08 Z06 has a much improved transmission and a sweet short throw shifter! Stay tuned as we swap out this engine for a Warhawk engine that we are going to build, and add an ATI ProCharger F-1C! We're shooting for over 1000 rwhp!
The first thing we did was to dyno Jordan's Z06 to get a baseline test. Jordan had swapped his cold air kit from his '07 to his new '08 before dropping the car off at our shop. We are going to sell his cold air along with a lot of other items, such as the engine, as we remove them from this 500 mile Z06.






This small-block V-8 dreams big, displacing big-block cubic inches
at 7.0 Liters (427 cubic inches) and big-block power at 505 hp at
6300 rpm. It also benches 470 lb.-ft. of torque at 4800 rpm. GM is
the first manufacturer to certify its horsepower and torque rating
using the new Society of Automotive Engineers (SAE) test procedure
J2723. Helping to create its high power and high revving capability
are details such as cylinder heads with computer numerical control
(CNC) intake and exhaust ports and combustion chambers - which
creates ports with surgical accuracy for maximum power production.
In addition, the intake valves and connecting rods are made out of
high-strength lightweight titanium.

New, this engine goes for $12,995.00. The LS7 in this Corvette has 540 miles on it, and we will sell it with the LS7 clutch assembly, minus the oil pan and dry sump oil assembly. The intake manifold, throttle body , fuel rails, valve covers, exhaust manifolds and coil packs stay on the engine, as well as the harmonic balancer. This is a very complete engine, we just need the Corvette specific oil pan and dry sump oil system to remain for our new engine.  $9,000.00 obo plus shipping. - SOLD!!! -





Here is the engine that we have for sale, it is still currently in the car. We will be removing it shortly, in case anyone wants to hear it run.   Sold!!!



Jordan's Halltech cold air kit is for sale as well, best offer takes it.   Sold!!!

5/08/08



Guess what showed up this morning! 
World Products never ceases to amaze us at just how fast they ship their blocks to us! This pallet contains World Warhawk part numbers 086515, which is the 9.240x4 Warhawk block, 832876 block kit that contains head studs and Warhawk specific piece parts, and Z216-40216-16 which are a set of solid roller lifters.
We also have the Diamond pistons pn# 11596, Total Seal rings and the Oliver connecting rods. The Callies Dragonslayer crankshaft should arrive tomorrow and we'll be ready for the machine shop! We are setting this engine up for a 9.4/1 compression ratio.

5/10/08

The Jesel Pro-Series valvetrain is at the shop, part number KPS-294108      Pro Series, All Pro LS-7 / LSW.

5/17/08
The engine block is getting machined and the rotating assembly balanced. The engine has also been sold.

5/23/08
Dustin ordered a special custom Comp cam for this new engine today.
The spec's are 254/258 @.050, 756/756 on a 114 lobe sep.

7/08/08



Jordan's engine is being assembled in our new engine room.



















7/18/08
Good News!
Jordan called and said we should be seeing his new beck sheetmetal intake and the new fuel system towards the beginning of next week.

7/23/08



The intake and fuel system showed up!



We are going to have to have the intake milled to get it to sit flush on the cylinder heads, and the ports should then align up better than they currently are.



When we opened the intake box, we discovered this scratch and the note taped to the intake cover. We'll figure out a way to hide the scratch.



The Jesel Pro-Series valvetrain KPS-294108 are installed.



The DPE fuel system that Jordan ordered for his Z06 can be seen here getting worked on.



We ordered up all the parts that RPM Transmissions carries to beef up the drivetrain for this build. here are just a few of the items.



These axles are monsters!







Here is the RPM Transmissions Stage V transmission.



A part of Kevin can be seen here...
Kevin worked at Lingenfelters for several years, so he knows his way around a Z06.



The rear Baer Brembo brakes are installed. It is amazing how much lighter these brakes are, and yet they are far superior to the brakes this Z06 came with!







The engine is now headed into the car!



Jordan wanted a non polished ProCharger as he prefers for it to look all business.



The radiator cradle has not yet been installed, plus we have a larger radiator to go back in from Jordan.



The Kooks headers look great and fit like a glove! ARE valvecovers were used to clear the valvetrain.



Jordan stopped by the shop friday night at 8:30 to drop all part of his exhaust system, his new wheels and tires plus his new radiator. We had given Bob Rittermeyer who owns Deluxe Fiberglass, a call to see if he could stop by to talk to us and Jordan about a hood, to clear the Beck Sheetmetal intake manifold. Bob graciously took the time to drop in and brought three hoods with him. Jordan decided to go with a version of the hood shown in this picture, minus the cut-out. Bob is going to add some cut-outs in the hood to relieve hot air. Deluxe Fiberglass makes hoods for a lot of the top players in the Corvette field.



Jordan decided to sell this Beck intake he had purchased for his engine, after it appeared it was not going to clear the stock hood. This intake was a version of Beck's full blown version, and was designed for better hood clearance. Since an aftermarket hood is needed anyway, Jordan decided to go with the full blown unrestricted version. 


9/8/08




Jordan decided to go with coil over shocks, along with better anti roll bars. These adjustable coil over shocks will allow the suspension to be adjusted for weight transfer at the dragstrip.







The factory exhaust is pretty free flowing, and Jordan didn't want a loud car so we reinstalled the stock exhaust system.













The front Brembo brakes are massive, yet lighter than the factory brakes!






















9/27/08
After much delay we have decided to go with ProChargers C6 air to air intercooler. We will be building the three inch intercooler tubing out of aluminum which will save a lot of weight. The intercooler is on it's way to us. We had initally thought about going to an air to water intercooler system, but Jordan decided he wanted to keep it simple and go with an air to air system. We have had great results with air to air systems in the past and we're sure it will work just fine.





Delphi 96lb fuel injectors are installed, we are getting close!



We are in the middle of cutting, fitting and tig welding the aluminum tubing together for the intercooler assembly. We are using four and five ply silicone for the connections.



The ProCharger intercooler fits nicely with the Be Cool radiator. 









It is a very tight squeeze to get the intercooler tubing up past the extra large aftermarket front sway bar that we installed.



We ordered a larger K&N air filter that required a few mods to make it fit, but this filter is going to give us much more airflow.



The tubing ended up coming out looking very nice.  We used Scotchbrite on the polished intercooler tubing to get them back to a non polished look, as Jordan wants a subdued looking engine bay appearance. 



We stopped by our local Fastanol and picked up Stainless Steel fasteners for the top of the sheetmetal intake manifold. The Beck supplied mild steel fasteners looked like they were going to look rusty in a few more months. 





We thought about this one for a while, where to relocate the oil cooler.
Brent made up some small brackets to mount it.



We could not find a place for the original power steering cooler, as the larger front sway bar and larger radiator eliminated the place where ProCharger normally haves you relocate the cooler to. This B&M Street Rod Trans cooler will do the job, plus it looks cool



Here is the new EPP hood, painted and ready to go on!



The rear tires look great!  We are using 18x9x5 on 275/35/18 Goodyear F1 Supercar EMT on the front. 18x12 on 345/35/18 M&H Racemaster Drag Radials on the rear. We needed a wheel size for the rear that would work with these monster brakes and work with current available drag radial tire sizes.



Here is a work in progress picture of the plumbing going together. The breather tank at the top left of the picture is not yet installed.



We used Taylor 10.4 mm truck wires and DEI heat sleeves, which has proven to be a durable combination for us.



The fluids are going into it, we'll have it running real soon!  

Wrong! We built up the fuel pressure to fire the car up, and a pre-made line that came with the fuel system blew apart behind the intake manifold!!  First thing Monday morning we'll have to take the windshield wipers back off, and remove the cowl panel to get to the fuel line. We're just glad it happened when it did with a cold engine!


Update: 10/28/08

As soon as we put some oil restrictors in the front of the block, we'll be getting some miles on the car. Oil pressure was not what we wanted, idle was in the teens. We found out World Products has found their lifters have been causing a low oil pressure problem. Luckily it just involves pulling the balancer and timing cover, and other misc parts. It sets us back about a day though, plus the time we spent trying to figure out what was going on. We did cut the oil filter apart and it looked good for a new engine. That in itself was a relief.

Update: 11/07/08



Here is a picture of the oil restrictors, which did not make much of a difference.  We felt the best thnig to do is to pull the engine back out and check everything out. World Products advised us to all add oil restrictors to the rear as well.



When we removed the cylinder heads we found another problem. The cylinder liners have dropped and there is already slight leakage between the cylinders and we haven't even made any boost yet! We have been hearing that World had some problems with this, and it looks like we're lucky to have found it now! The block is now going to have to be decked, which means the shortblock has to come apart! 


Update 11/26/08

We sent the lifters back to get bushings inserted, and Dustin decked the block. The lifters came back two days ago and Dustin got the engine back together using another new set of Fel Pro head gaskets, etc. I added up our expenses the other day and by the time we get the engine fired back up we will have lost about $6,000.00 on this ordeal! 
The engine went back into the car yesterday and we're now in the middle of reinstalling everything. 

Update 12/02/08

Good news! We now have 70 psi of oil pressure!


Update 12/05/08

We had to finish up on tuning a Cadillac CTS-V with an ATI ProCharger before we could get this Z06 back on the dyno. We're ready now!



We are tuning this Z06 using the factory computer. We wired in an AEM driver pn# 30-2710 that allows low impediance injectors to be used with the factory computer.



We have been meaning to add an extra tie down to our dyno for the higher horsepowered cars, and we knew we were going to need it for Jordan's Z06!
This extra tie down will enable us to draw straight down from the rear end to the dyno. We will air down the rear tires to 15 psi, tie the car down then air the tires back up.
 


We were maxing out with the F-1C in the 15 psi range. The blower belt was slipping a little as it had stretched while it was breakin in, and we were out of adjustment. This belt was most likely a little too long to begin with, as we normally can tighten them up after they stretch without any problems. While we swapped belts we also decided to swap blowers as we have a new F-1R in stock that was going on my Camaro.





The F-1R put us a little closer to our goal. This car is making 540 ft lbs of torque at the rear tires (the blue line on the graph) at just 2400 rpm! This is pretty surprising considering the camshaft that we are using, and the Beck sheetmetal intake manifold. Max rwhp (the red line on the graph) so far is 893 with 18 degrees of timing. Inlet air temps have been fairly cool, the hottest it has gone to is 115 degrees. We are using 93 octane fuel with a can of Torco octane booster. The green line on the graph is the boost, and it peaks out at roughly 5300 at 16.8 as the blower belt is slipping. The black line on the graph is the air/fuel ratio, and as can be seen, it gets richer and richer as the rpm climbs, just like we want it to be.
We tried making a pull with the air filter and inlet tubing removed, and we saw no rwhp or boost gains with it off. That was a relief as we now know that the filter that we chose to use is large enough.

The next step will more than likely be switching over to a cog drive.


12/8/08 Update:

Check out this link from LSXTV.com regarding Jordan's Z06. Thanks Brad, we appreciate it! Bob

http://www.lsxtv.com/forum/jordan-quilico-s-1000-rwhp-big-946.html






Several people requested a comparison betweeen our F-1C and F-1R results. The overlay in the above dyno graph shows the two different blowers, #1 at the bottom is the F-1R, #2 is the F-1C. Please keep in mind that we needed to put a smaller blower belt on the F-1C and it was at this time that we also swapped out the F-1C for the F-1R. Since the belt needed to be shorter, this certainly is not a valid test between the two blowers. With that being said, with the shorter belt we still got excessive belt slippage with the F-1R. This engine brings the torque in so early, this may be part of the problem with why we are having belt slippage problems. We have not had this problem in the past with F-1C blowers on 402 cubic inch engines.

One thing we are going to do right away is to remove the Kooks catalytic converters to see how much power we pick up. Running this kind of power through the catted exhaust system is more than likely a bottle neck at this point. 





Here are three pictures with the new hood installed. This hood fits great and looks awesome!
 


If we figured that we only have a 15% drivetrain loss, then we are currently making 1050.58 hp at the engine! More than likely our drivetrain loss is higher, as we really have the rear winched down on the rollers to keep the tires from slipping on the rollers, plus standard drivetrain loss is normally figured to be around 18%.

We just ordered a Corsa exhaust system for this Z06, as we're pretty confident the factory mufflers are really putting the squeeze on the horsepower. Once we get the Corsa exhaust, we'll get it installed and we'll then put the car back on the dyno. We'll see what gains we have found, then we'll swap out the catted x pipe for the non catted x pipe and put it on the dyno again.



Kevin is shown here removing the factory exhaust system.



The new Corsa exhaust system is installed and looks great! The Corsa mufflers are more compact which gave us more clearance for the fuel system. The new exhaust system certainly is louder than the factory system, and you can really hear the big cam now!
We have the car back on the dyno and we're ready to make some more runs.

Video prior to the Corsa exhaust:
http://www.youtube.com/watch?v=R48iuMO4lc8  Part throttle
http://www.youtube.com/watch?v=4UInB7E9agY  Wide open throttle

Video with Corsa exhaust:
http://www.youtube.com/watch?v=FUosscrTicY  At idle
http://www.youtube.com/watch?v=ticFgdoaDpg  Wide open throttle
 



Here is the dyno graph with the Corsa exhaust installed. We picked up a good amount of horsepower before the belt started slipping on the blower. We're now going to swap out the 4.25 blower pulley for a 4.75 so we can get some rpm out of the engine without overspinning the F-1R. Max impeller speed with an F-1R is 68,000 rpm, while the F-1C that we initially had on here goes up to 74,000 rpm.


12/28/08 Update:

We have Hormilla Performance Engineerings new "Flip Drive" serpentine belt assembly on it's way to us. This new system isolates the blower belt from the accessory system, and gives the blower belt more belt wrap on the crankshaft pulley. This system should also eliminate broken alternator brackets and power steering brackets on higher horspowered ProCharger equipped Corvettes, that result when running everything on one belt. We don't know if this new system will cure all of our belt slippage on this Z06, but we are optimistic about it. If we still have belt slippage this new system, it will take us one step further to going with a cog drive. All we would have to do is to replace the harmonic balancer and the blower pulley. 


1/2/09 Update:  



Hormilla Performance Engineerings new "Flip Drive" serpentine belt assembly showed up this morning! It looks great! We're going to be installing this new assembly right away.

1/7/09 Update:



Hormilla Performance Engineerings new "Flip Drive" serpentine belt assembly went on without any problems. It is time consuming to make this swap, as there is very little room to work in the front of a C6 engine compartment. The power steering pump and the ABS assembly need to be removed to do this installation, along with removing the ProCharger and the ProCharger blower bracket. The blower bracket then gets modified and everything goes back together.



One problem that we have encountered which has nothing to do with the new drive system, is that when we swapped out the 4.25 blower pulley for the larger 4.75 pulley, we created blower belt interference with the water pump.



We stretched the new belt out a little and retightened it,  and we think we have the problem solved.



Jordan wants us to see what we can do to quiet down the noise the bypass valve creates. We swapped out the ProCharger open to atmosphere race bypass valve for a ProCharger closed to atmosphere race bypass valve. We are going to experiment with connecting a line onto the valve, and having it dump out the pressure down low in the engine compartment, away from the engine area. 

We just made some runs on the dyno and we're not getting any belt slippage all the way up to 7000 rpm! The only problem now is we're not making anymore boost at 7000 rpm than we did before with the smaller 4.25 pulley at 5300 rpm...  We are currently at an even 900 rwhp, and this is still with the aftermarket Kooks cats in the exhaust. We're going to swap out the pulley for a smaller 4.50 pulley, which will also require a new blower belt.

We swapped the blower pulley and belt and only saw an extra 1.5 psi increase in boost, and less horsepower to boot! No belt slippage, no spark knock. Hmm, we're going to take the cats off and install the Kooks off road x pipe that we ordered up from Kooks. We're thinking that quite possibly the cats have had it.


1/9/09 Update:





Check this out, 926 rwhp at only 17.9 psi of boost!  We took the Kooks catalytic converters out and installed the non catted X pipe. Now we're back on the right path. Just to be safe, we did a leakdown test on the engine today and all is well. Next we'll swap out the blower pulley for a smaller 4.25 and we'll see what it does.


1/12/09 Update:

We swapped the 4.50 blower pulley for a 4.25 pulley and went to a shorter blower belt, and we picked up a little over 2 psi of boost. We're now at 20 psi of boost and we're not seeing any belt slippage. The new "Flip drive" belt system is working great! In fact, it is working so well that the fuel system isn't keeping up! It looks like we'll need to add a second Bosch 044 fuel pump into the system.


1/13/09 Update:




Jordan wants to get his Corvette back home and call it quits for now. To make more power will require adding in another Bosch 044 fuel pump, reinstalling the smaller 4.25 blower pulley and belt, and more than likely a methanol injection kit.
We put the 4.50 pulley back on this morning, brought the engine up to temperature and with the intercooler being cold we picked up quite a bit of power! We made two runs which are shown in the above graph. 954 rwhp on our Mustang chassis dyno on 93 octane fuel is outstanding, more than likely this car would put out 1000 rwhp on a non eddy current chassis dyno such as a Dynojet.


1/21/09

We adjusted the valve lash yesterday and changed out the conventional engine oil for synthetic. The synthetic oil alone may pick up another 10 rwhp, as we have witnessed similar increases in the past with other engines.


2/4/09

Rodney, the owner of RPM Transmissions has purchased Jordan's Z06 here, and the car was picked up this week by RPM Transmissions. Rodney is currently thinking of swapping the F-1R for an F2 and going to the cog drive. Now this car will be making some serious horsepower!

Video:

http://www.youtube.com/watch?v=4UInB7E9agY&feature=related
http://www.youtube.com/watch?v=ticFgdoaDpg&feature=related
http://www.youtube.com/watch?v=FUosscrTicY&feature=related
http://www.youtube.com/watch?v=R48iuMO4lc8

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