>Super Chevy 2K H.P. Twin Turbo<
#1
08-25-2014, 05:06 AM
>Super Chevy 2K H.P. Twin Turbo<
1996 Chevy Impala LSX - B-Body Blockbuster
To Test The LSX Block, GM Performance Parts Built The Baddest Impala SS Ever-With Two Turbos And Pumping Outover 2,000 HP!
From 2010
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View Full GalleryThe moment the new Impala SS models hit the ground in 1994-after eager enthusiasts begged, pleaded and threatened Chevy brass to build a production version of the wildly popular SEMA show car on which they were based-they became cult sensations. The enthusiast base for the rear-wheel drive B-body star continues to thrive, even though production lasted a scant three years.
2/16
Over the years, countless modified Impalas have hit the street and strip, but there's never been an Impala quite like the one GM Performance Parts (GMPP) recently built. The folks there started with a '96 engineering mule that had been collecting dust, and under the direction of Mike Copeland of GM Performance Division, they transformed it into an Outlaw 10.5-style door-slammer.
Tube chassis. Funny car-style cage. Narrowed rear end. Lenco transmission. The whole megillah.
And while all that sounds impressive enough, the real point to it all was building a suitable validation vehicle for a twin-turbocharged LSX engine designed to explore the upper range of GMPP's LSX cylinder block capability. Built in conjunction with Thomson Automotive (thomsonengines.com), with assistance from Turbonetics and ACCEL-DFI, the one-off, twice-turbo'd power plant dynoed at an astonishing 2,048 hp-and the engine displaces only 400ci! (See Super Chevy's September 2009 issue for a complete look at the engine.)
3/16
That's what a pair of 88mm turbochargers, 27 pounds of boost, and some great cylinder head clamping will do for you.
"Like everything in GMPP's portfolio, the LSX block was subjected to 50 hours of full-load durability testing prior to its public release, but this was something special," says Dr. Jamie Meyer of GM Performance Parts. "There have been more than 200 dyno pulls on the engine without a problem and we don't know what the maximum power capability of the engine is. We had to pull it off the dyno in order to finish the car."
When viewed on an engine stand or on the dyno, it looks as if there's no way the turbo LSX will fit in, say, a monster truck, let alone a B-body. But Copeland and his crew designed it to do just that. Surprisingly, only the top part of the tunnel ram-style intake system protrudes from the hood. The turbochargers, their 3-inch-diameter intake and outlet pipes, as well as the custom headers all fit beneath the lightweight, aftermarket hood.
4/16
"With so much power to contend with, we needed an appropriate chassis to handle it," says Copeland. "Regardless of whether we head to the LSX Shootout and aim for a 6-second time slip, the foundation-and most importantly, the safety equipment-is there to support it."
Vanishing Point Race Cars (Vpracecars.com) contributed expertise and one of its "three-quarters" chassis kits to help frame the Impala. The car uses the original front frame clip, with the Vanishing Point chassis behind it built to NHRA 25.5 specifications. The Telford, Pennsylvania-based chassis shop also designed the car's roll cage on a computer, while Copeland's staff GM's Milford Proving Ground assembled the chassis and built the cage from Vanishing Point's schematics.
To the chassis, a four-link rear suspension was hung, along with an X-link, stabilizer bar, QA1 double-adjustable coilover shocks and Wilwood brakes. The front suspension features Speed Tech tubular control arms, QA1 adjustable coilovers and a steering rack from Vanishing Point. The GM crew machined a set of wheel spindles from a billet of 7075 aluminum. They're designed to hold a C6 Corvette hub and bearing assembly. Brembo brake components are used up front, too.
The car rides on Weld Alumastar wheels and Mickey Thompson ET Drag tires all around.
2/16Over the years, countless modified Impalas have hit the street and strip, but there's never been an Impala quite like the one GM Performance Parts (GMPP) recently built. The folks there started with a '96 engineering mule that had been collecting dust, and under the direction of Mike Copeland of GM Performance Division, they transformed it into an Outlaw 10.5-style door-slammer.
Tube chassis. Funny car-style cage. Narrowed rear end. Lenco transmission. The whole megillah.
And while all that sounds impressive enough, the real point to it all was building a suitable validation vehicle for a twin-turbocharged LSX engine designed to explore the upper range of GMPP's LSX cylinder block capability. Built in conjunction with Thomson Automotive (thomsonengines.com), with assistance from Turbonetics and ACCEL-DFI, the one-off, twice-turbo'd power plant dynoed at an astonishing 2,048 hp-and the engine displaces only 400ci! (See Super Chevy's September 2009 issue for a complete look at the engine.)
3/16That's what a pair of 88mm turbochargers, 27 pounds of boost, and some great cylinder head clamping will do for you.
"Like everything in GMPP's portfolio, the LSX block was subjected to 50 hours of full-load durability testing prior to its public release, but this was something special," says Dr. Jamie Meyer of GM Performance Parts. "There have been more than 200 dyno pulls on the engine without a problem and we don't know what the maximum power capability of the engine is. We had to pull it off the dyno in order to finish the car."
When viewed on an engine stand or on the dyno, it looks as if there's no way the turbo LSX will fit in, say, a monster truck, let alone a B-body. But Copeland and his crew designed it to do just that. Surprisingly, only the top part of the tunnel ram-style intake system protrudes from the hood. The turbochargers, their 3-inch-diameter intake and outlet pipes, as well as the custom headers all fit beneath the lightweight, aftermarket hood.
4/16"With so much power to contend with, we needed an appropriate chassis to handle it," says Copeland. "Regardless of whether we head to the LSX Shootout and aim for a 6-second time slip, the foundation-and most importantly, the safety equipment-is there to support it."
Vanishing Point Race Cars (Vpracecars.com) contributed expertise and one of its "three-quarters" chassis kits to help frame the Impala. The car uses the original front frame clip, with the Vanishing Point chassis behind it built to NHRA 25.5 specifications. The Telford, Pennsylvania-based chassis shop also designed the car's roll cage on a computer, while Copeland's staff GM's Milford Proving Ground assembled the chassis and built the cage from Vanishing Point's schematics.
To the chassis, a four-link rear suspension was hung, along with an X-link, stabilizer bar, QA1 double-adjustable coilover shocks and Wilwood brakes. The front suspension features Speed Tech tubular control arms, QA1 adjustable coilovers and a steering rack from Vanishing Point. The GM crew machined a set of wheel spindles from a billet of 7075 aluminum. They're designed to hold a C6 Corvette hub and bearing assembly. Brembo brake components are used up front, too.
The car rides on Weld Alumastar wheels and Mickey Thompson ET Drag tires all around.
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Read more: 1996 Chevy Impala LSX - Super Chevy Magazine
Last edited by Space; 08-25-2014 at 07:10 AM.
#2
08-25-2014, 05:07 AM
1969 Chevrolet Camaro - Making The Transition
The ’69 Camaro is fondly remembered for its long options and features lists, special factory and dealer-inspired COPO cars, and for how many were built that ... » Read More
Last edited by Space; 08-25-2014 at 07:13 AM.
#3
08-25-2014, 05:24 AM
>Sucker Sport<
1967 Chevy Camaro - Sucker Sport
Steve Gray’s ’67 Camaro
Obviously, this isn't your average SS clone—it's a bit more than that. Owner Steve Gray from Valencia, California, always wanted an SS, so he decided to build one. But Steve can't leave well enough alone, even on a show vehicle, so he decided that it also needed to be fast. While the 396 air cleaner on the big-block isn't fooling anyone once they see the size of the headers, there's still a lot you might miss.
The heads are AFR aluminum castings, for instance, which have had their logos epoxied and painted so as to pass for factory units. While other sleights of hand like the high-rise intake or "it's only a stocker" Holley Carb might get caught by seasoned enthusiasts, they might not guess that the pump-gas
put out 586 hp on the dyno, along with 520 lb-ft of torque.
But the fun doesn't stop at the engine. Steve wanted the grunt of a steep gear but the cruise capabilities of a normal driver, so he opted for a 765R4from Bowtie Overdrives. The overdrive trans enables Steve's Camaro to come off the line hard, courtesy of a 2,800 stall converter and 4.56 gears, yet still have a mellow cruise rpm on the freeway.
Perhaps the most glaring difference between Steve's SS and a normal one is the check box for ordering 28x11.50 Mickey Thompson E.T. Streets didn't exist back in 1967. We asked Steve why he would ruin the vehicle's sleeper image with a set of near-slicks at 10 psi, and his answer was simple: "I like traction. Doing endless burnouts got old just after high school. People build these crazy-horsepower cars, and then get stoplight stomped by a car with half the power because they can't hook up. I can," Steve said. "It's not the ultimate sleeper, but it's fun to see how much of the deception people can catch."
Steve said some people walk right past the car, while others look closer. "I've had people comment about the tires, traction bars, and a few people even spotted the tiny AFR logo on the heads and figured out they were aluminum." Of course, Steve also has plans for the future. "It needs to be quieter, have a little more carb, and you never know, I might even put nitrous on it. Or maybe," Steve said with a smile, "it already has it—and you just didn't catch it." Whatever his future plans are for the Camaro, you can bet we'd think twice about going head to head with him at a stoplight. And that's just how Steve likes it.
Tech Notes
What: '67 Chevrolet Camaro
Owner: Steve Gray
Where: Valencia, CA, home of Six Flags Magic Mountain!
Engine: The bottom end of Steve's Chevy is a plain 454 bored 0.030 over, which is practically a small-block these days. Other than ARP rod bolts, the rotating assembly is pretty much stock, including a GM steel crank. Moving on up the engine, Steve eschewed the popular roller setup for a solid cam because he didn't want to have to rebuild roller lifters. The bumpstick comes in at 252 degrees duration at 0.050, with "around 0.600" lift, and a 106-degree lobe separation. The pushrods, springs, and valves are all Manley hardware, with Summit-brand roller rockers being the only exception. For high-end breathing, Steve got a little tricky with the heads, running 305cc AFR units that have been CNC ported to flow 358 cfm on the intake, and 277 cfm on the exhaust. A 850-cfm, box-stock Holley carb handles airflow duties in conjunction with an Edelbrock Victor Jr. intake. The combo was good for 584 hp at 6,800 rpm, and 520 lb-ft at 5,300 rpm on Burbank Speed's engine dyno.
Transmission/Rearend: The transmission in Steve's Camaro is a hybrid of a bunch of different parts built by Bow Tie Overdrives and is dubbed a 765R4. Before you run out and buy one, note that the price on their website is "$Arm&Leg." The rearend is a 12 bolt stuffed with 4.56:1 Richmond Gears, but retains a factory-style limited slip for streetability.
Exhaust: Hooker Super Competition headers that are 25⁄8-inch off the header flanges are perhaps the biggest clue that something is going on, although the 3-inch Flowmasters also make plenty of wonderful noise. The exhaust exits at the bumper.
Interior: Steve's Camaro is full of subtle surprises inside, including a fold-down rear seat and a factory, in-dash tachometer. Certain speed concessions were made, however, such as the Auto Meter tachometer and B&M Pro Ratchet shifter.
Frame/Suspension: To keep the big-block torque from twisting the car up, Steve installed subframe connectors, while Lakewood 90/10 drag shocks and Moroso drag springs keep the front end up and transferring weight. The rear is planted with 50/50 Lakewoods, and a set of Cal-Tracs traction bars.
Wheels/Tires: A set of Rally wheels are bolted on to the factory braking system, although Steve modified the rears with rim screws that are cleverly hidden by trim rings. Rolling stock consists of 225/60R15 BFGoodrich Radial T/As up front, and 28x11.50 Mickey Thompson E.T. Streets out back.
Paint and Body: The Camaro was painted in classic SS red and black colors by Unlimited Auto Body in Simi Valley, CA.
<>
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Steve Gray’s ’67 Camaro
By Jason Sands, Photography by Jason Sands
Car Craft, August 20, 2014
`Space
Obviously, this isn't your average SS clone—it's a bit more than that. Owner Steve Gray from Valencia, California, always wanted an SS, so he decided to build one. But Steve can't leave well enough alone, even on a show vehicle, so he decided that it also needed to be fast. While the 396 air cleaner on the big-block isn't fooling anyone once they see the size of the headers, there's still a lot you might miss.
The heads are AFR aluminum castings, for instance, which have had their logos epoxied and painted so as to pass for factory units. While other sleights of hand like the high-rise intake or "it's only a stocker" Holley Carb might get caught by seasoned enthusiasts, they might not guess that the pump-gas
mill
But the fun doesn't stop at the engine. Steve wanted the grunt of a steep gear but the cruise capabilities of a normal driver, so he opted for a 765R4
transmission
Perhaps the most glaring difference between Steve's SS and a normal one is the check box for ordering 28x11.50 Mickey Thompson E.T. Streets didn't exist back in 1967. We asked Steve why he would ruin the vehicle's sleeper image with a set of near-slicks at 10 psi, and his answer was simple: "I like traction. Doing endless burnouts got old just after high school. People build these crazy-horsepower cars, and then get stoplight stomped by a car with half the power because they can't hook up. I can," Steve said. "It's not the ultimate sleeper, but it's fun to see how much of the deception people can catch."
Steve said some people walk right past the car, while others look closer. "I've had people comment about the tires, traction bars, and a few people even spotted the tiny AFR logo on the heads and figured out they were aluminum." Of course, Steve also has plans for the future. "It needs to be quieter, have a little more carb, and you never know, I might even put nitrous on it. Or maybe," Steve said with a smile, "it already has it—and you just didn't catch it." Whatever his future plans are for the Camaro, you can bet we'd think twice about going head to head with him at a stoplight. And that's just how Steve likes it.
Tech Notes
What: '67 Chevrolet Camaro
Owner: Steve Gray
Where: Valencia, CA, home of Six Flags Magic Mountain!
Engine: The bottom end of Steve's Chevy is a plain 454 bored 0.030 over, which is practically a small-block these days. Other than ARP rod bolts, the rotating assembly is pretty much stock, including a GM steel crank. Moving on up the engine, Steve eschewed the popular roller setup for a solid cam because he didn't want to have to rebuild roller lifters. The bumpstick comes in at 252 degrees duration at 0.050, with "around 0.600" lift, and a 106-degree lobe separation. The pushrods, springs, and valves are all Manley hardware, with Summit-brand roller rockers being the only exception. For high-end breathing, Steve got a little tricky with the heads, running 305cc AFR units that have been CNC ported to flow 358 cfm on the intake, and 277 cfm on the exhaust. A 850-cfm, box-stock Holley carb handles airflow duties in conjunction with an Edelbrock Victor Jr. intake. The combo was good for 584 hp at 6,800 rpm, and 520 lb-ft at 5,300 rpm on Burbank Speed's engine dyno.
Transmission/Rearend: The transmission in Steve's Camaro is a hybrid of a bunch of different parts built by Bow Tie Overdrives and is dubbed a 765R4. Before you run out and buy one, note that the price on their website is "$Arm&Leg." The rearend is a 12 bolt stuffed with 4.56:1 Richmond Gears, but retains a factory-style limited slip for streetability.
Exhaust: Hooker Super Competition headers that are 25⁄8-inch off the header flanges are perhaps the biggest clue that something is going on, although the 3-inch Flowmasters also make plenty of wonderful noise. The exhaust exits at the bumper.
Interior: Steve's Camaro is full of subtle surprises inside, including a fold-down rear seat and a factory, in-dash tachometer. Certain speed concessions were made, however, such as the Auto Meter tachometer and B&M Pro Ratchet shifter.
Frame/Suspension: To keep the big-block torque from twisting the car up, Steve installed subframe connectors, while Lakewood 90/10 drag shocks and Moroso drag springs keep the front end up and transferring weight. The rear is planted with 50/50 Lakewoods, and a set of Cal-Tracs traction bars.
Wheels/Tires: A set of Rally wheels are bolted on to the factory braking system, although Steve modified the rears with rim screws that are cleverly hidden by trim rings. Rolling stock consists of 225/60R15 BFGoodrich Radial T/As up front, and 28x11.50 Mickey Thompson E.T. Streets out back.
Paint and Body: The Camaro was painted in classic SS red and black colors by Unlimited Auto Body in Simi Valley, CA.
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