Tom Snitzer has an '04 Corvette that he wanted to have us add an ATI ProCharger D-1SC eight rib assembly to, along with a forged rods and pistons, plus a few other goodies.



The Corvette engine and transmission drop right out through the bottom, and when you do these on a regular basis they come apart pretty quick.

We added a Spec Stage three plus clutch and pressure plate, along with Wilwood brakes and Biltein shocks and Hotchkiss sway bars. Tom is planning on using his C5 for autocrossing, and possibly some closed course road timed events.





The engine is now apart from the suspension, and is ready to be rebuilt.

For this build we are using Diamond Forged Pistons, and Callies Compstar connecting rods.  We will be reusing the stock crankshaft, as the factory LS crankshafts have proven themselves well past 900 rwhp.

Here is a link to our price for the short block build that we performed on Tom's Corvette. 
http://www.exoticperformanceplus.com/services.php?service=85




Total Seal file to fit rings are used with a special chrome top ring for forced induction.



The camshaft we are using is the well proven Lingenfelter GT2-3 camshaft.
The spec's are 207/220 .571/.578 118.5 CL  
This cam has a smooth idle, yet adds quite a bit of horsepower to the engine when a supercharger is added.

 

Patriot LQ9 Stage 2 cylinder heads are being used. We shoot for a compression ratio of 9.5/1 for these boosted engines when using a centrifical supercharger.



Here is the assembled engine, headed back to Tom's Corvette.



We are installing 60lb fuel injectors, as we plan on making some horsepower with this car!



It is starting to look like a whole Corvette again!



The ATI ProCharger polished D-1SC can be seen in this picture. We typically see an increase of 140 rwhp with 8 psi of boost, which we normally do with stock engine internals. Since this engine now has a built bottom end, we will be boosting this one to approx 14 psi.

We ordered a larger 8 rib crank pulley that East Coast Superchargers builds for the C5 ATI ProCharger, which allows more boost to be built without having to drop down to a small pulley on the supercharger head unit. This will allow more boost to be built without encountering belt slippage problems.  





We installed a pair of Borla ceramic coated emissions compliant headers on Tom's C5, as Tom lives in the state of Illinois, and they have emission testing they have to comply with. We kept the factory cats and installed a complete Magnaflow exhaust system on the car.

Fuel Pump Installation:

We installed a Kenne Bell Boost A Pump on Tom's Corvette, but we just did not have enough fuel pump for the amount of horsepower this engine is producing. East Coast Superchargers makes a complete fuel system kit for the newer non return fuel systems that are found on these C5 Corvettes.



No instructions came with this fuel pump kit, but Chris at East Coast Superchargers was very helpful on the phone.



One of the first things that needs to be done is to cut a hole into the fuel tank to install the fuel pick-up assembly. Chris told us they do not drop the tank to do the install, although we found it tricky to drill all the holes perfectly sraight as the rear suspension is partially in the way.



This is the fuel pick up assembly that will get mounted to the tank. There is a piece that goes on the inside of the tank, that forms a leak-proof seal by sandwiching the tank between the two pieces. This is why it is necessary to drill the holes perfectly straight.



Here is a picture of the assembly installed on the fuel tank.



Above and below are several pictures of the installed fuel pump that was supplied with the kit. The factory pump is retained, and T's in the fuel line once the fuel is coming through the new pump.







This is the fuel prrssure regulator that is supplied with the kit.



Completing the fuel package are larger fuel rails, that really make the engine compartment look great! The engine covers have to be discarded in order to use these fuel rails, a small price to pay for the added fuel delivery that is necessary for the added power. We are using 60lb Siemens fuel injectors with this combination.

Brent is shown here tuning Tom's C5 with our EFI Live on our Mustang Chassis Dyno. We have also installed a Hurst shifter and an Autometer pillar gauge pod with an Autometer fuel pressure and a boost gauge, that can be seen in the picture.



The Wilwood brakes, along with the new wheels and tires that Tom had shipped to us, really look great!



We use two small fans by the intercoolers to help keep them cool, plus the red dyno fan that is seen towards the upper part of the picture, and a large fan that we position behind the dyno to help ventilate the exhaust, plus it helps keep the chassis cooler by flowing air under the car.




Over 700 rwhp on a Mustang Chassis Dyno, which uses eddy current (http://www.exoticperformanceplus.com/dyno.php ) would be approx 750 rwhp on a DynoJet Chassis Dyno! Considering some of this horsepower is used up through the IRS rear-end, this is really impressive! All out of just 346 cubic inches on 93 octane pump gas!




Update 09/12/06

Upon trying to deliver Tom's Corvette back to him several weeks ago, the ECS fuel pump started cavitating on me, approx 100 miles from home. ECS promptly sent me out some fittings to relocate the pump inside the driver side rear wheelwell, away from the exhaust heat. ECS said they recently had three customer's with the very same problem, us being one of the three. I was relieved to know we weren't the only ones...



ECS had us relocate the fuel pump into the wheelwell area, and we mounted it where they had installed one in a picture they sent us. We kept having aeration noises coming from the pump in this location, much like we had where the pump was initially mounted. In this picture there are holes that can be seen where we initially had the pump located.







Once we were certain that we had corrected the problem, the inner fender panel went back in. The fuel pump is now quiet until the fuel tank gets low on fuel, and we have not had anymore problems with the fuel system. 




Tom took his Corvette to a road racing track in Joliet near Chicago last week, which is called the Autobahn Country Club and Tom Bagley, the track manager asked if he could drive it. Tom, the owner of the car went for the ride as the passenger, and said the experience was one he'll never forget. Tom Bagley has raced in three Indy 500 races, so he obviously knows what he is doing. Tom Bagley told Tom Snitzer that the car has so much power, that he should not get on it unless the wheels are pointed straight ahead. 



Tom was having problems with the inlet air temp's climbing after running laps at the Autobahn. We brought the car back in and added two Spal fans to the intercoolers, a larger Dewitt's radiator with a built in oil cooler, an Alky Control methanol kit, plus Tom had us install a front brake duct cooler kit.



Here is a picture of the Spal fans mounted on both intercoolers.





These fans should really help to cool the intercoolers down when Tom is driving slow or is waiting to get back on the track. We don't normally have a problem with these intercoolers getting hot, but running wide open on a road course adds a lot of heat that most cars will never encounter.







Nestled in here is the new radiator with the built in oil cooler. This new radiator will really help to keep the engine temperatures much cooler this coming season. Road racing is something most cars don't ever experience, and engine temperatures can climb after repeated laps at high speeds.



Its not as bad as it looks... Here we are wiring up the methanol kit.





As can be seen on the dyno chart below, Tom is going to have to order up some new fender emblems!



This will be the last picture you will see of the back of Tom's car with the stock rear fenders!



Tom had new rear fenders shipped to us, and the first thing we had to do was remove the rear bumper.



Next, the rear fenders were unbolted.



Here is a view of what the flair looks like on the new fender, it is going to look good with the new wheels and tires!






Some body work will have to be done with the new fenders, such as the seam shown above.  We contacted one local body shop to see what they would charge to paint these fenders, they said the paint would have to be feathered into the doors, hatch and the top, in order to blend it in. They came over and looked at the car and quoted us $3,500.00! Never one to only get one estimate, we loaded up Tom's Corvette and took it into Fort Wayne to a shop we have done business with before. The guy at this shop use to work for Skip Barber, so he was very interested in this car. We left the car with him as he only quoted us $1,300.00. Much better....

With the methanol kit, we were able to add a lot more timing into the computer, which picked up the rwhp from 705 to 740! The methanol kit will not only allow more timing to be used, but it will also cool down the inlet air temperature.



Tom's C5 is back from the body shop, and it looks sweet!



The rear wheelwell flairs are going to look great when the new wheels and tires arrive. The rear fenders only have several bolts holding them on in these pic's, and you can see the panels don't line up in these pictures.



The lighting still needs to be reinstalled, along with a little more clean-up from getting the rear of the car repainted.





Tom called and wanted the door moldings removed it if wasn't too late. It turns out the body shop had to remove them to blend in the rear quarters into the doors, and had already reinstalled them. They tried to see if they could remove them after we had called, but it would of ruined the paint.



The rear flares really give the rear of this C5 an aggressive look!





Tom ordered up a front brake cooling kit, which should really help bring this 740 rwhp beast down from high speeds on the Autobahn road course.



We also installed the C5 Z06 rear brake cooling kit, which should help the rear brakes out as well. Not the ECS fuel pump tucked back there.







You can see the rear brake ducts in these two photos.














Tom ordered up a new wheel/tire combination that has the rear view of his Corvette clearly looking like the supercar that it is. Even with these 345 sized rear tires, breaking them loose at 60 mph is just a goose of the gas pedal away. I know, I tried it...
The rear wheels are iforged 19 inch x 13 inch wide, the front wheels are 18 inches wide. The tires are Pilot Sports, the rear tires are 345's and the front tires are 275's.







With heat still being a problem for Tom's Corvette after repeated laps on road courses, Tom ordered up a new ACP Air Extractor hood and a Starcraft Tigershark front end. The idea here is to allow more airflow in through the front end, and the hood allows the airflow to escape, eliminating pressure from building up under the hood.

Besides looking awesome, this new combination is doing the job of keeping Tom's engine much cooler.

From Tom:
 

"Problem solved!!! I'm running cool!!

Hit the track yesterday. 87 degrees, humid. With new front and extractor hood the car,  oil temperature never got above 262 degrees even after 30 minute hard sessions. One additional tweak I did which lowered the oil/coolant temp about 8 degrees (see pic below). I removed the foam insulation strip that runs near the windshield to keep the end of the hood sealed(so water won't get in the engine bay). This seal doesn't allow heat to escape out of the rear of the engine bay.

Removing this seal immediately improved cooling signficantly. As for any water getting into the engine bay, that's a small price to pay with a ventilated hood.

Bottom line: I can now fully enjoy the car on the track!!"

6/29/07 Update:

This car is heading to the Super Chevy Show, held July 13-14-15 at O'Reilly Raceway Park in Indianapolis, Indiana. Look for it at the ATI ProCharger display. See you there!

For those of you who have inquired as to where the rear quarter panels came from, the company that produced them is called Lewis Five Motorsports.

Update 8/25/07



 As Tom's track experience has progressed, so have his track speeds. With increasing track speeds come hotter engine temperatures. We swapped out the Dewitt radiator that had a built in oil cooler, for a Ron Davis radiator that we had in stock, which did not have the built in oil cooler. The lack of an oil cooler in the radiator will allow for more surface area for keeping the engine temps down, plus we are installing a seperate oil cooler which will keep the oil temp's lower than what they could be kept when combined with the radiator.
 These pictures show the oil cooler that we installed in the grille area. Our goal we to keep the oil cooler in the airflow without restricting the radiator and intercoolers.





We also made a shield to block off the Tigershark front grille area.  



Tom reported on the way home in the afternoon heat that his engine coolant temps and oil temps were a lot lower than they had been on the way to our shop earlier in the morning.
 We will find out this next week whether the same holds true out on the track.



Here is Tom's Corvette out on the track doing what it now does very well!

9/15/07
Tom just called and left me a message that he dropped his road course another 3 seconds! Tom reported that the quickest street driven car time on the course is only two second faster than what he is currently running!

Tom Snitzer has an '04 Corvette that he wanted to have us add an ATI ProCharger D-1SC eight rib assembly to, along with a forged rods and pistons, plus a few other goodies.



The Corvette engine and transmission drop right out through the bottom, and when you do these on a regular basis they come apart pretty quick.

We added a Spec Stage three plus clutch and pressure plate, along with Wilwood brakes and Biltein shocks and Hotchkiss sway bars. Tom is planning on using his C5 for autocrossing, and possibly some closed course road timed events.





The engine is now apart from the suspension, and is ready to be rebuilt.

For this build we are using Diamond Forged Pistons, and Callies Compstar connecting rods.  We will be reusing the stock crankshaft, as the factory LS crankshafts have proven themselves well past 900 rwhp.

Here is a link to our price for the short block build that we performed on Tom's Corvette. 
http://www.exoticperformanceplus.com/services.php?service=85




Total Seal file to fit rings are used with a special chrome top ring for forced induction.



The camshaft we are using is the well proven Lingenfelter GT2-3 camshaft.
The spec's are 207/220 .571/.578 118.5 CL  
This cam has a smooth idle, yet adds quite a bit of horsepower to the engine when a supercharger is added.

 

Patriot LQ9 Stage 2 cylinder heads are being used. We shoot for a compression ratio of 9.5/1 for these boosted engines when using a centrifical supercharger.



Here is the assembled engine, headed back to Tom's Corvette.



We are installing 60lb fuel injectors, as we plan on making some horsepower with this car!



It is starting to look like a whole Corvette again!



The ATI ProCharger polished D-1SC can be seen in this picture. We typically see an increase of 140 rwhp with 8 psi of boost, which we normally do with stock engine internals. Since this engine now has a built bottom end, we will be boosting this one to approx 14 psi.

We ordered a larger 8 rib crank pulley that East Coast Superchargers builds for the C5 ATI ProCharger, which allows more boost to be built without having to drop down to a small pulley on the supercharger head unit. This will allow more boost to be built without encountering belt slippage problems.  





We installed a pair of Borla ceramic coated emissions compliant headers on Tom's C5, as Tom lives in the state of Illinois, and they have emission testing they have to comply with. We kept the factory cats and installed a complete Magnaflow exhaust system on the car.

Fuel Pump Installation:

We installed a Kenne Bell Boost A Pump on Tom's Corvette, but we just did not have enough fuel pump for the amount of horsepower this engine is producing. East Coast Superchargers makes a complete fuel system kit for the newer non return fuel systems that are found on these C5 Corvettes.



No instructions came with this fuel pump kit, but Chris at East Coast Superchargers was very helpful on the phone.



One of the first things that needs to be done is to cut a hole into the fuel tank to install the fuel pick-up assembly. Chris told us they do not drop the tank to do the install, although we found it tricky to drill all the holes perfectly sraight as the rear suspension is partially in the way.



This is the fuel pick up assembly that will get mounted to the tank. There is a piece that goes on the inside of the tank, that forms a leak-proof seal by sandwiching the tank between the two pieces. This is why it is necessary to drill the holes perfectly straight.



Here is a picture of the assembly installed on the fuel tank.



Above and below are several pictures of the installed fuel pump that was supplied with the kit. The factory pump is retained, and T's in the fuel line once the fuel is coming through the new pump.







This is the fuel prrssure regulator that is supplied with the kit.



Completing the fuel package are larger fuel rails, that really make the engine compartment look great! The engine covers have to be discarded in order to use these fuel rails, a small price to pay for the added fuel delivery that is necessary for the added power. We are using 60lb Siemens fuel injectors with this combination.

Brent is shown here tuning Tom's C5 with our EFI Live on our Mustang Chassis Dyno. We have also installed a Hurst shifter and an Autometer pillar gauge pod with an Autometer fuel pressure and a boost gauge, that can be seen in the picture.



The Wilwood brakes, along with the new wheels and tires that Tom had shipped to us, really look great!



We use two small fans by the intercoolers to help keep them cool, plus the red dyno fan that is seen towards the upper part of the picture, and a large fan that we position behind the dyno to help ventilate the exhaust, plus it helps keep the chassis cooler by flowing air under the car.




Over 700 rwhp on a Mustang Chassis Dyno, which uses eddy current (http://www.exoticperformanceplus.com/dyno.php ) would be approx 750 rwhp on a DynoJet Chassis Dyno! Considering some of this horsepower is used up through the IRS rear-end, this is really impressive! All out of just 346 cubic inches on 93 octane pump gas!




Update 09/12/06

Upon trying to deliver Tom's Corvette back to him several weeks ago, the ECS fuel pump started cavitating on me, approx 100 miles from home. ECS promptly sent me out some fittings to relocate the pump inside the driver side rear wheelwell, away from the exhaust heat. ECS said they recently had three customer's with the very same problem, us being one of the three. I was relieved to know we weren't the only ones...



ECS had us relocate the fuel pump into the wheelwell area, and we mounted it where they had installed one in a picture they sent us. We kept having aeration noises coming from the pump in this location, much like we had where the pump was initially mounted. In this picture there are holes that can be seen where we initially had the pump located.







Once we were certain that we had corrected the problem, the inner fender panel went back in. The fuel pump is now quiet until the fuel tank gets low on fuel, and we have not had anymore problems with the fuel system. 




Tom took his Corvette to a road racing track in Joliet near Chicago last week, which is called the Autobahn Country Club and Tom Bagley, the track manager asked if he could drive it. Tom, the owner of the car went for the ride as the passenger, and said the experience was one he'll never forget. Tom Bagley has raced in three Indy 500 races, so he obviously knows what he is doing. Tom Bagley told Tom Snitzer that the car has so much power, that he should not get on it unless the wheels are pointed straight ahead. 



Tom was having problems with the inlet air temp's climbing after running laps at the Autobahn. We brought the car back in and added two Spal fans to the intercoolers, a larger Dewitt's radiator with a built in oil cooler, an Alky Control methanol kit, plus Tom had us install a front brake duct cooler kit.



Here is a picture of the Spal fans mounted on both intercoolers.





These fans should really help to cool the intercoolers down when Tom is driving slow or is waiting to get back on the track. We don't normally have a problem with these intercoolers getting hot, but running wide open on a road course adds a lot of heat that most cars will never encounter.







Nestled in here is the new radiator with the built in oil cooler. This new radiator will really help to keep the engine temperatures much cooler this coming season. Road racing is something most cars don't ever experience, and engine temperatures can climb after repeated laps at high speeds.



Its not as bad as it looks... Here we are wiring up the methanol kit.





As can be seen on the dyno chart below, Tom is going to have to order up some new fender emblems!



This will be the last picture you will see of the back of Tom's car with the stock rear fenders!



Tom had new rear fenders shipped to us, and the first thing we had to do was remove the rear bumper.



Next, the rear fenders were unbolted.



Here is a view of what the flair looks like on the new fender, it is going to look good with the new wheels and tires!






Some body work will have to be done with the new fenders, such as the seam shown above.  We contacted one local body shop to see what they would charge to paint these fenders, they said the paint would have to be feathered into the doors, hatch and the top, in order to blend it in. They came over and looked at the car and quoted us $3,500.00! Never one to only get one estimate, we loaded up Tom's Corvette and took it into Fort Wayne to a shop we have done business with before. The guy at this shop use to work for Skip Barber, so he was very interested in this car. We left the car with him as he only quoted us $1,300.00. Much better....

With the methanol kit, we were able to add a lot more timing into the computer, which picked up the rwhp from 705 to 740! The methanol kit will not only allow more timing to be used, but it will also cool down the inlet air temperature.



Tom's C5 is back from the body shop, and it looks sweet!



The rear wheelwell flairs are going to look great when the new wheels and tires arrive. The rear fenders only have several bolts holding them on in these pic's, and you can see the panels don't line up in these pictures.



The lighting still needs to be reinstalled, along with a little more clean-up from getting the rear of the car repainted.





Tom called and wanted the door moldings removed it if wasn't too late. It turns out the body shop had to remove them to blend in the rear quarters into the doors, and had already reinstalled them. They tried to see if they could remove them after we had called, but it would of ruined the paint.



The rear flares really give the rear of this C5 an aggressive look!





Tom ordered up a front brake cooling kit, which should really help bring this 740 rwhp beast down from high speeds on the Autobahn road course.



We also installed the C5 Z06 rear brake cooling kit, which should help the rear brakes out as well. Not the ECS fuel pump tucked back there.







You can see the rear brake ducts in these two photos.














Tom ordered up a new wheel/tire combination that has the rear view of his Corvette clearly looking like the supercar that it is. Even with these 345 sized rear tires, breaking them loose at 60 mph is just a goose of the gas pedal away. I know, I tried it...
The rear wheels are iforged 19 inch x 13 inch wide, the front wheels are 18 inches wide. The tires are Pilot Sports, the rear tires are 345's and the front tires are 275's.







With heat still being a problem for Tom's Corvette after repeated laps on road courses, Tom ordered up a new ACP Air Extractor hood and a Starcraft Tigershark front end. The idea here is to allow more airflow in through the front end, and the hood allows the airflow to escape, eliminating pressure from building up under the hood.