Well I went to the track today and had a blast... Started off ok but by the end of the day I was running in the 11.70's pretty consistantly.
Best pass was as Follows:
Reaction .7681
60' 1.7957
330' 5.0330
ET @ 594' 7.1539
1/8th 7.6280
1/8MPH 94.91
1/4 ET 11.7029
1/4 MPH 119.65
Best ET of the day was the 11.70 and the best MPH was 121. the 1.79 was the best 60' as well.
Pretty happy overall... I was at Kil-Kare raceway in Xenia Ohio.
Track temp was 117
Temp was at 92 although the temp guage in my truck said 125
Humidity was at 68-70 most of the day. It actually started raining and we had to call the day early.
I am still coming through the traps at the top of 3rd gear though... I think I need to adjust when I shift or something. Oh well I had a blast

 

btw I ordered the electric water pump as well... hope these get done in time for the next test and tune day.

 

Your times are what I think of as typical for stock C6ZO6s. I read about these 10.9 passes, etc., as well as low 13 passes by stock 350Zs and other "extreme" results that are just barely believeable, and don't consider them relevant -- that's one step short of saying they are BS, but you read everything on the internet and even someone posting a timeslip is irrelevant -- I know local kids who printed up their own at home (looked good except the paper had that slightly different feel).

And for that matter, I don't consider a car that has to run slicks to make 10s a ten se4cond car, etc. My car has made one 9 second pass, with a pro driving, with slicks, running and tuned for super octance race gas, etc. -- my shop wanted to make the pass for proof of the engine, etc. Fitted out for the street, with street tires, a spare tire and two jacks in the trunk, etc. and me driving, its a low 10s car, so that's what it is . . .

You might ask whoever tunes the car if they can wake up any torque increase in the low and mid range. I won't go into why but I suspect that GM exercises a torque management limitation in that rev range one way or the other on the LS7, limiting it by about 25-30 lbs in the lower range. Might be the cam they use but electronics would be the cheapest way -- if so you can get that back. It would help with launch if you are using good tires.

 

A good set of radials and alot of seat time....

 

Well, first round of mods are done. LG long tubes, LG off road X pipe, electric water pump, 160 stat, and dyno tune. These added to the B&M ripper and the K&N cold air kit get me pretty much done with bolt ons.

Next step will be either mild forced induction or to go into the bottom end and do some big turbos.

Dyno results are SAE 484.54 RWHP or for those of you that just look at numbers the standard corrected HP was 493RWHP. All in all I have about $3800 in mods so far. Friday will be my first track day. I will still be on the stock run craps.

 

That's really pretty reasonable. You've picked up about 45 RWHP over stock for $3800, or about $85 per . . . whichi s about what my experience indicates it costs for aftermarket verifiable RWHP if you do it right, with first class components (LG, of course, is absolutely first class but costs it) and don't cut corners.

 

Best time with all the mods is now 11.37 at 125. Don't know where the rest of the MPH is but I'm gonna find it. BTW this is still on street tires. I am currently looking to find any wheel drag radial combo that will fit my car. I don't want the c5z wheels, so if anyone knows of any others please let me know.

 

The rest of the mph is probably due to the street tires but this is fairly good. Another 100 HP (NOS) will do you to the tens for sure:

Your plan for big turbos is just throwing money away now: with the compression ratio you have you can't really use big anythings: using smaller turbos would make them work hard at high RPM (for, say, 5 lbs boost) but they would spool up earlier and you'd get more mid range torque and less throttle lag.

The C5R I have is very nearly equivalent to your LS7, except for the dry sump- (worth 10-15 HP) andminehas milder compression (10:1) but a bigger cam. With Kook's LT headers it produced around 515corrected RWHP, NA.. Seven and a half pounds of boost gets it to 670 and a very mild meth cooling gets it to 704 (http://www.cam-dyno.com:7777/pls/htm...11934021612420), all of this pretty well verifying the shop's rule of thumb of 25 RWHP per lb boost on modern GM 427s.

Applying that to your engine now, you would get 75-100 additional HP at 4 lbs of boost: around 575-600 RWHP, and over 600 RWHP if you went to 5 lbs -- about all I think you will be able to do with that compression. A set of small/medium size turbos could do that with no problem.

 

Yeah I pretty much scrapped the TT option after talking to APS. They said I could get maybe 625 RWHP on thier kit but I can get there with new Pistons, Heads and Cam. I have been quoted a similar price from LG for all the motor work for 638 RWHP as APS for 625RWHP. The difference is LG will give me forged pistons.

I am pretty sure I am going to go that way; however, I would like to find some of my missing MPH first. There is no reason my car shouldn't be trappig 126-128 right now.

 

I think that is a much better plan: this way you have the forged pistons/strong bottom end for even more power.