This shows the superchaged 427 cubic inch engine which is now in my vette. It is based on the GM Performance Parts "7-liter LS1" -- the wet-sump version of the C5R. All forged Crower internals except for custom machined pistons by CP. Only 10.2 compression ratio (so I can supercharge it with some real boost). Patriot III heads with custom porting and polishing by Justin Engineering, were the best available when I built the engine (probably not better than AFR big-port heads now). Kooks 1 7/8 headers, 3" H-pipe, 2 3/4" GHL cat back, FAST 90mm.

The supercharger is a Procharger D1SC currently running only 5 lbs of boost. Intercoolers are under the headlights. Most difficult problem was getting the supercharger to fit along with the radiator (that is a dual core radiator with built in engine oil cooler, and 1 1/4 inch thicker than stock. Turned out the SC wanted some of that same real estate taken by the thicker core.

Note that we moved the coil packs. This is what most people like as it lets you see the rocker covers and it makes the engine look more traditional. The coil packs, still on their brackets, are located under the fenders and I had custom spark wires made (along with insulating boots). The rocker covers are the high-rise covers for the C5R made by Katech and were needed to clear the roller rockers (Jesel Pro series) and extra large valve springs.

The goal when I built this engine was a completely streetable engine that idles and drives "like stock" but that has more power than an owner of a new ZO6 can get with his stock block. Hence the lower compression: at 10.2 I can go to quite high boost (while the stock LS7, with 11.25, can go with not nearly as much boost) The engine was built to go to 750 RWHP (doubtful if the drive train can take much of 675). Currently with only 5 lbs of boost it runs only 565 RWHP with mufflers, 594 without.

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only 5lbs. of boost

 

Very nice Lee!! Good luck with it. Hope the Vette can put all that power to the pavement.

 

Yeah, I am experiencing belt slip when I go to a larger pulley. I'm running a pulley (3.5") that typically gives 10-11 lbs on a stock 346 cubic inch LS6, but the combination of much larger displacement and much, much easier breathing heads means the engine just sucks up more than half of that "naturally" so the SC is only making about 5 lbs right now.

 

These 14.25" wide 345 drag radials help. They are on 13" wide Fikse wheels inside tubbed rear wheel wells.



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would one of those gatorback belts reduce the belt slip for you>

 

gotcha

 

but even a slippin belt isnt good at all prochargers are badass and i think u should be gettin a little more boost

 

Not with this engine and its heads. Remember, the pressure you get is a function of both what the SC is blowing and how much resistance to air flow the stock engine is making. Stock LS6 heads flow about 260, the ones on this flow 347, and the cam and the greater displacement -- the tuner said it breathed like it had a supercharger on it when it was only naturally aspirated.

Until you really spin this SC fast, it can't even produce any pressure, the engine just sucks the air out of it as it tries. QWhen we first put the Sc on it, we mounted the pulley Procarhger recommended, and the engine LOST 45 HP - the SC was getting in the way. Now, it is spinning at a rate that would produce about 14 lbs boost on a 346 cubic inch stock-head LS6 right now, but producing only 5 lbs of boost here, but 590 RWHP. Note this makes sense, because you'd expect an LS6 running 14 lbs of boost should produce about 580-600 RWHP (of course, a stock LS6 running 14 lbs of boost wouldn't produce any power, it would explode, but you know what I mean).

 

do u have any 1/4 mile times that you can post?