Baddest Rat Motor is Back : )
#1
12-16-2008, 04:36 AM
Baddest Rat Motor is Back : )
I would love to have the below in a 4th Gen Monte 4-Sure : )
[:-]
GMChevy ZL1 Crate Engine - Chevy's ZL1 Crate Engine
The Baddest Rat Motor Of All Time Is Back![/align]By Marlan Davis[/align]Photography by Marlan Davis[/align][align=center][/align][/align][align=center]
[/align][/align][/align][/align]According to official sources, only 71 people-lucky owners of two Corvettes and 69 Camaros-were fortunate enough to get their hands on what was arguably the most powerful production car and engine package ever offered to the American public: the '69 all-aluminum big-block Chevy 427ci RPO ZL1. A relative of that era's all-aluminum Can Am road-race Rat motors, the ZL1 was factory-rated at 430 gross horsepower at 5,200 rpm, but the actual output was nearly 600 gross horsepower after tuned headers were installed in place of the restrictive factory cast-iron exhaust manifolds. Although it technically carried the standard GM five-year/50,000 mile warranty of the day, ZL1s-with their 103-octane-guzzling 12.5:1 compression ratio, chokeless 850-cfm Holley double-pumper carb, blocked-off distributor vacuum advance, and huge mechanical-lifter camshaft-were really intended for racing only. They didn't idle, low-end response was nil, you didn't drive them to a family picnic, and you sure as hell didn't sit in rush-hour traffic. But, hey, those were the '60s.Now it's 2002, and the ZL1 is back for what GM says is a one-time only run of 200 all-aluminum engines, available complete in the crate with custom, consecutively serial-numbered valve covers, blocks, heads, and throttle bodies from your friendly GM Performance vendor (assembly PN not yet available). Based on an improved and strengthened block, the new engines have gone to finishing school, emerging as a civilized high-zoot package that's fit to be seen in polite street-car engine compartments. We're talking about 454 cubic inches, heads and cam tuned for a broad torque curve and midrange driveability, a 10.2:1 compression ratio compatible with today's pump gas, and all-season, no-fuss/no-muss electronic fuel injection (EFI) calibrated by real GM engineers.
GM plans to sell the ZL1s complete with the wiring harness and computer. They'll have a short water pump; an externally balanced, 14-inch, 168-tooth auto-trans flexplate; and an oil pan that fits classic Vettes, fullsize passenger cars, and pickups.
Chevelle/Camaro pans and manual-trans flywheels are available separately from your GM dealer. Exhaust manifolds or headers must be supplied by the customer.
The fuel-injection setup is based on the Ram Jet 502 package. Its long-runner, torque-friendly EFI intake is fed by a 58mm aftermarket rendition of a two-barrel TPI/LT1-style throttle body, which in testing proved the best compromise in terms of performance versus velocity and driveability. A production 48mm throttle-body was too small; a huge 1,300-cfm unit gave up too much midrange while only gaining 4 hp upstairs. Injectors are Rochester Multec 38 lb/hr units batch-fired by the new and improved MEFI-IV all-weather controller.
If you're worried about old-style aluminum blocks' notorious durability problems-including mysterious coolant-passage porosity and cylinder-wall liner instability-don't be. This engine has passed GM's 50-hour durability torture-test, where the engine is continuously run at full throttle, cycling back and forth between peak torque and peak power in 125-rpm, 10-25-millisecond increments.
Speaking of full-throttle, just how well does this new, "civilized" ZL1 run? GM currently uses the conservative SAE net correction factor that's more representative of real-world operating conditions than the old gross-power rating method that was used in the '60s and is still the choice for typical aftermarket performance dyno tests. Dyno-tested with Hooker Chevelle headers (2-inch primaries x 311/42-inch collectors), on 93 premium unleaded fuel, the engine made 492.9 net lb-ft of torque at 4,250 rpm, and 510.3 net hp at 5,750. With the long-runner fuel-injection intake, the broad, flat torque curve generated over 450 lb-ft from 2,750 to 5,750 rpm.
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[/align][/align]10[/color]11 | 1415 | 1819 | Next[/align][:-]Source link below [:-] [/align]http://www.hotrod.com/garage/hrdp_0211_gm_chevy_zl1_crate_engine/index.html[/align]
#2
12-16-2008, 05:26 AM
RE: Baddest Rat Motor is Back : )
[align=center]General Motors Hot Rods
Wheel To Wheel General Motors Generation III V-8 - First In The 6s
The biggest or fastest of anything in the world can be an ephemeral distinction, as the pace of technology often moves so quickly that... more[/align]
Wheel To Wheel General Motors Generation III V-8 - First In The 6s
The biggest or fastest of anything in the world can be an ephemeral distinction, as the pace of technology often moves so quickly that developments outpace the speed of the record-keeping. But thanks to the immediacy of the Internet and the fanatical diligence of the virtual community of gearheads on LS1tech.com, the status of the exploits of those who push the technological limits of General Motors' Gen III small-block V-8 can be maintained with up-to-the-minute accuracy.
So it was that Kurt Urban and the crew at Michigan's Wheel-to-Wheel Powertrain knew where to go to boast to the world of their efforts to post the fastest quarter-mile elapsed time with a Gen III-powered vehicle. That's also how they knew that their 7.43-second pass last June was faster than the 7.47 at 184.46 mph previously set by CV Performance in Australia but slower than the 7.14 set by rivals Hardcore Motorsports a few weeks later.
Wheel-to-Wheel's quest to set the Gen III-powered record came less by design than by circumstance says veteran drag racer Kurt Urban, the company's director of operations. "I originally built this engine to run in a class sponsored by the LS1tech .com message board, but the rules kept changing so much it was like standing on marbles, so we didn't go forward. But we wanted to put down a really good number with a Gen III engine."
Although W2W never competed in the LS1 class, the attempt dictated their engine's relatively small 352ci displacement to meet an existing weight break. The rotating assembly consists of 4.005-inch-bore Mahle pistons, a 3.500-inch-stroke Callies crank, and Oliver 6.125-inch steel rods. The block is a filled cast-iron GM 6.0L truck block reinforced with steel main caps, main studs, and a W2W-designed main-cap girdle that ties the caps into the oil-pan rails. Heavily modified Air Flow Research head castings ported by W2W are fixed to the block with oversized 11/42-inch head studs and copper gaskets with O-ring receiver grooves milled into the block deck. Urban says cutting the grooves in the iron block rather than the aluminum head provides a more reliable seal because they retain their square sealing surfaces better in the harder material. Despite these measures, Urban says it's been difficult to keep head gaskets in it under the extreme boost generated by the twin turbos. "We've talked about welding up the water passages and running external cooling lines to the heads, which would at least keep the pressure out of the cooling system," Urban says, noting that some cylinder leakage out of the head gaskets is probably unavoidable due to the limits of the Gen III's 10 head bolts. "At least with the copper gaskets, when the head lifts, it seems to seal back up when it relaxes, so we can run the engine again [without tearing it down]."
The rest of the combination consists of a GM cast-aluminum intake manifold, a Wilson Manifolds 105mm throttle-body, Bosch 160 lb/hr injectors, stock GM coil packs, and a Big Stuff 3 fuel-injection system. The Cam Motion solid-roller camshaft is "nothing exotic," Urban says, with about 260 degrees of duration at 0.050 and "just over 700 lift." More tricky was the rest of the valvetrain, which is subjected to the turbo-induced brutality of massive cylinder pressure. Trying to keep stock rockers from splitting was futile, so W2W turned to Jesel to design a modified shaft-mount system that repositions the rockers higher and inboard of the stock setup, allowing for beefier rocker arms with revised geometry, plus more room for bigger-diameter valvesprings. Jesel also supplied roller lifters and 11/42-inch diameter pushrods. The rocker stands are bolted to the heads with 71/416-inch hardware, "because the exhaust pressure tries to lift all those pieces off the head," according to Urban. Despite all that trick valvetrain hardware, he says a stock GM Performance Parts single-roller timing chain does the job just fine.
On the dyno, the engine made 1,697 hp with 30 psi of boost using a pair of 88mm turbos Urban says were too big. "The turbos were surging and we could only get it to run to 7,500 rpm. We put it in the car and resized the turbos to 80mm, and now we're making 32 pounds and shifting it at 8,800-8,900 rpm. We're making about 1,900 hp, and we have a 0.060-inch nitrous jet to spool the turbos."
Not just any street car is capable of harnessing that kind of power, and not just anyone is capable of driving it down the dragstrip, so Urban called on his longtime pal Mike Moran. Moran and his Pro Street Camaro, Casper, are no stranger to readers of HOT ROD (see "I Will Go 5s," Oct. '04). Casper was the first car to run a 6-second, 200-mph pass in the NMCA's Pro Street class, and Moran is currently campaigning a Pro Mod Monte Carlo he hopes will be the first door-slammer to break the 5-second barrier. Casper was motorless at the time, so Moran loaned it to W2W, where the engine was installed and plumbed with a few grand worth of Type-321 stainless steel tubing. Ready to race, it tips the scales at 2,900 with driver. After the 7.47 in June, subsequent attempts to run a 6 were thwarted by grenaded transmissions, broken axle bearings, and a trailer fire before the history-making pass finally came August 15 at Martin, Michigan's US 131 Dragway with a 6.86 at 205 mph. "That's forever," says Urban. And forever is a long time to hold a record.[/align][/align][/align][/align][/align]
Wheel To Wheel General Motors Generation III V-8 - First In The 6s
The biggest or fastest of anything in the world can be an ephemeral distinction, as the pace of technology often moves so quickly that... more[/align]
Wheel To Wheel General Motors Generation III V-8 - First In The 6s
[:-]
Working Off The Clock With Spare Parts And A Borrowed Car, The Crew At Wheel-To-Wheel Has Built The Fastest GM Gen III-Powered Vehicle On The Planet Earth. KidSpace states there are faster ones on Planet Mars : )
[align=center][/align]Working Off The Clock With Spare Parts And A Borrowed Car, The Crew At Wheel-To-Wheel Has Built The Fastest GM Gen III-Powered Vehicle On The Planet Earth. KidSpace states there are faster ones on Planet Mars : )
By Matt King
[align=center][/align]Photography by Matt King
[align=center][/align][align=center][/align][align=center][/align][:-]
[align=center][/align][align=center][/align][align=center][/align]The biggest or fastest of anything in the world can be an ephemeral distinction, as the pace of technology often moves so quickly that developments outpace the speed of the record-keeping. But thanks to the immediacy of the Internet and the fanatical diligence of the virtual community of gearheads on LS1tech.com, the status of the exploits of those who push the technological limits of General Motors' Gen III small-block V-8 can be maintained with up-to-the-minute accuracy.
So it was that Kurt Urban and the crew at Michigan's Wheel-to-Wheel Powertrain knew where to go to boast to the world of their efforts to post the fastest quarter-mile elapsed time with a Gen III-powered vehicle. That's also how they knew that their 7.43-second pass last June was faster than the 7.47 at 184.46 mph previously set by CV Performance in Australia but slower than the 7.14 set by rivals Hardcore Motorsports a few weeks later.
Wheel-to-Wheel's quest to set the Gen III-powered record came less by design than by circumstance says veteran drag racer Kurt Urban, the company's director of operations. "I originally built this engine to run in a class sponsored by the LS1tech .com message board, but the rules kept changing so much it was like standing on marbles, so we didn't go forward. But we wanted to put down a really good number with a Gen III engine."
Although W2W never competed in the LS1 class, the attempt dictated their engine's relatively small 352ci displacement to meet an existing weight break. The rotating assembly consists of 4.005-inch-bore Mahle pistons, a 3.500-inch-stroke Callies crank, and Oliver 6.125-inch steel rods. The block is a filled cast-iron GM 6.0L truck block reinforced with steel main caps, main studs, and a W2W-designed main-cap girdle that ties the caps into the oil-pan rails. Heavily modified Air Flow Research head castings ported by W2W are fixed to the block with oversized 11/42-inch head studs and copper gaskets with O-ring receiver grooves milled into the block deck. Urban says cutting the grooves in the iron block rather than the aluminum head provides a more reliable seal because they retain their square sealing surfaces better in the harder material. Despite these measures, Urban says it's been difficult to keep head gaskets in it under the extreme boost generated by the twin turbos. "We've talked about welding up the water passages and running external cooling lines to the heads, which would at least keep the pressure out of the cooling system," Urban says, noting that some cylinder leakage out of the head gaskets is probably unavoidable due to the limits of the Gen III's 10 head bolts. "At least with the copper gaskets, when the head lifts, it seems to seal back up when it relaxes, so we can run the engine again [without tearing it down]."
The rest of the combination consists of a GM cast-aluminum intake manifold, a Wilson Manifolds 105mm throttle-body, Bosch 160 lb/hr injectors, stock GM coil packs, and a Big Stuff 3 fuel-injection system. The Cam Motion solid-roller camshaft is "nothing exotic," Urban says, with about 260 degrees of duration at 0.050 and "just over 700 lift." More tricky was the rest of the valvetrain, which is subjected to the turbo-induced brutality of massive cylinder pressure. Trying to keep stock rockers from splitting was futile, so W2W turned to Jesel to design a modified shaft-mount system that repositions the rockers higher and inboard of the stock setup, allowing for beefier rocker arms with revised geometry, plus more room for bigger-diameter valvesprings. Jesel also supplied roller lifters and 11/42-inch diameter pushrods. The rocker stands are bolted to the heads with 71/416-inch hardware, "because the exhaust pressure tries to lift all those pieces off the head," according to Urban. Despite all that trick valvetrain hardware, he says a stock GM Performance Parts single-roller timing chain does the job just fine.
On the dyno, the engine made 1,697 hp with 30 psi of boost using a pair of 88mm turbos Urban says were too big. "The turbos were surging and we could only get it to run to 7,500 rpm. We put it in the car and resized the turbos to 80mm, and now we're making 32 pounds and shifting it at 8,800-8,900 rpm. We're making about 1,900 hp, and we have a 0.060-inch nitrous jet to spool the turbos."
Not just any street car is capable of harnessing that kind of power, and not just anyone is capable of driving it down the dragstrip, so Urban called on his longtime pal Mike Moran. Moran and his Pro Street Camaro, Casper, are no stranger to readers of HOT ROD (see "I Will Go 5s," Oct. '04). Casper was the first car to run a 6-second, 200-mph pass in the NMCA's Pro Street class, and Moran is currently campaigning a Pro Mod Monte Carlo he hopes will be the first door-slammer to break the 5-second barrier. Casper was motorless at the time, so Moran loaned it to W2W, where the engine was installed and plumbed with a few grand worth of Type-321 stainless steel tubing. Ready to race, it tips the scales at 2,900 with driver. After the 7.47 in June, subsequent attempts to run a 6 were thwarted by grenaded transmissions, broken axle bearings, and a trailer fire before the history-making pass finally came August 15 at Martin, Michigan's US 131 Dragway with a 6.86 at 205 mph. "That's forever," says Urban. And forever is a long time to hold a record.
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