يتبع
Block
Iron 6.0 L Truck block (bored to 4.005 mm, a receiver groove 0.008 deep, 0.060 wide added in the deck for a 0.041 inch diameter stainless O-ring, the coolant passages filled with Hard Blok and oiling system reworked)
Heads
Air Flow Research heavily welded on by W2W, then CNC'd ports and chambers by ET Performance. Machined with an O-ring groove 0.028 inch deep, 0.038 wide and O-ring installed.
Head Gasket
SCE copper
Crank Callies 3.500 inch (shorter than stock to achieve 5.7 L), 2.000 inch diameter rod journals
Rods
Oliver 6.125 inch long, billet steel with 0.040 inch diameter 'lube tubes' drilled from rod bearings to pin bore to oil pin/piston bore
Pistons
Mahle Pro-Series forged 2618 aluminum (which has four more pin boss ribs and a strong material than their PowerPak series) with 0.29 inch dish
Rings
Total Seal 0.043" gapless top, 0.43 cast second and 3 mm standard tension oil
Bearings
Clevite H - mains
Federal Mogul - rods
Main Girdle
Wheel to Wheel Powertrain, _ inch thick aluminum machined to fit
Valley plate
Wheel to Wheel Powertrain, 1/4-inch thick aluminum billet machined to fit
Oil pan
ARE cast 3 stage, dry sump
Oil pumps
Dailey 3 stage, Dailey 1 stage and factory GM
Dry sump tank
Peterson
Filter
Fram HP remote
Braided Line
Aeroquip
Intake system
GM Performance Parts open plenum aluminum manifold (pn 88958675)
Throttle Body
Wilson 105 mm
Injectors
160 lb/hr Bosch
Fuel pump
Aeromotive 'muchomucho' 2700 lb/hr at 100 psi crank drive, running 'jackshaft-style' setup off Dailey single stage pressure oil pump shaft
Turbo System
Two Precision Turbo, 80 mm inlet
Turbo tubing
3-inch diameter 6061 aluminum 0.065 inch thick inlet from turbo to intercooler, 4 inch diameter 6061 aluminum 0.65 inch thick
Headers
SPD stainless exhaust flanges 1 7/8 inch primaries 321 stainless steel, 0.55 inch thick 2 _ inch stainless steel merge collector 3 _ inch 304 stainless steel tubing turbo exhaust
Wastegate
Turbonetics (leftover parts from Moran)
Intercooler
1,800 hp-rated intercooler cut apart and reconfigured to flow bottom to top, 10x8.5x5 inches
Valvetrain Valves Del West, 2.180/1.600 inch intake/exhaust, 5/16-inch intake and 11/32-inch exhaust stems
Springs
K-Motion, 1.650 inch, 350 lb/in seat, 900 lb/in over the nose
Keepers
Del West Ti
Retainers
Del West Ti
Rockers
Jesel 1.7:1 custom-made non-LS1 ball-mount rockers, moved up and out tie bar for better ratio with bigger holdown bolts, solid adjuster nut for strength
Pushrods
Jesel 1/2-inch tapered, cupped top end
Lifters
Jesel solid roller
Camshaft
Cam Motion, 0.750/0.750 inch lift, 250 degrees duration at 0.050 inch valve lift, gun drilled
Front drive
Billy Briggs and Denny Dera hand-fabbed using Jones off-the-shelf pulleys, and machining up pulley mount on the harmonic balancer to drive the cogged belts
Water Pump
Meziere electric billet aluminum
Radiator(s)
Superior Radiator (many 'ballooned' in the quest for a 6 second elapsed time)
Valve covers
ARE cast units with built in oiling system, 'extended' on inside rail to clear hopped-up Jesel rocker system
Fasteners
Head to Block ARP _ inch studs, 4.750 and 7.00 inches long (these were an existing ARP part originally built for a KB aluminum block) Main caps to block W2W custom-ordered these from ARP at 5.400 and 4.700 inches long (10 of each--with the long ones to hold the girdle in place)
Rods
ARP standard bolts that come with the Oliver rods
Engine Controller
Big Stuff III tuned by Rich Gala
Wiring
Big Stuff III and nitrous 'helper' system integrated by Greg Santavy
Maximum Engine Speed
8900 rpm (measured off crank wheel installed in stock location on back of crank
..........................................
معلومات عن
2002 Camaro Z28
Data File
Car: 2002 Camaro Z28
Owner: Tom Izzo, Speed Inc.
Engine: LS1 (iron LQ4 block)
Displacement: 414 cubic inches
Crankshaft: Lunati
Pistons: JE
Connecting rods: Lunati Pro Mod
Cylinder heads: RGR 6-liter, fully ported w/ Ferrea 2.055/1.60 valves
Valvetrain: Jesel SS rockers, Comp 850 lifters, chro-moly pushrods and dual springs
Camshaft: Comp 226°/234° duration, .598/.599-inch lift, 117° LSA
Intake manifold: LS6
Throttle body: ported stock
Mass airflow sensor: ported stock
Supercharger: Procharger D1-SC @ 20 psi
Intercooler: ATI twin air-to-air
Nitrous system: TNT Power Ring
Engine management: stock, tuned with LS1 Edit by Jim Moran
Fuel injectors: Siemens 83 lb.-hr., Sikora Precision billet rails
Fuel system: Bosch 420 LPH pump, #8 feed #6 return lines, CAS billet fuel pressure regulator
Ignition: stock, Taylor Thundervolt plug wires
Headers: Hooker 1 3/4-inch
Exhaust: Speed Inc. 3-inch X-pipe and true dual system
Transmission: Extreme Automatics 4L60E
Torque converter: Precision Industries Vigilante 3800-rpm stall
Driveshaft: ACPT
Rear end: Moser 12-bolt, 3.73 gear, 33-spline axles
Front suspension: QA1 shocks and springs, BMR K-member and control arms
Rear suspension: QA1 shocks, BMR Xtreme lower control arms and torque arm, Billingsley panhard rod
Chassis: LRT 6-point cage, BMR Xtreme sub-frame connectors and driveshaft loop
Brakes: Wilwood 6-piston front, 4-piston rear
Wheels: Simmons, 17X8.5 front, 17X10.5 rear
Tires: Nitto 245/45R17 front, Nitto Drag Radial 315/35R17 rear
Gauges: stock w/ Autometer boost gauge and LS1 Scanmaster
Custom Paint: Kryponite Customs
Weight: 3560 lbs. w/ driver
Power: 699 rwhp, 714 ft.-lbs. (@ 4200rpm)
Best ET/MPH 10.10 at 137 mph: (@4 psi + 100 shot)
Best 60-foot time: 1.58
.............................................
شفر 350
Displacement: 350 cu. in.
Carburetor: modified 750 cfm
Heads: World Products Sportsman II, bowl blended
Intake: Dart II Sportsman dual plane
Camshaft: 274° hydraulic, (probably the Comp Cams Xtreme Energy 274°, with 274/286° of duration, 230/236° of duration @ 0.050 in. of lift, and 0.487/0.490 in. of lift.)
Comp. Ratio: 9.8:1
MAX HP: 430 @ 6000
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