The stock brake rotors on...
The stock brake rotors on Cell’s car were showing small cracks around the drill holes, so he ordered up a fresh, fissure-free set. Carbotech pads, Doug Rippie stainless lines, and a Quantum Motorsports cooling kit buttress what is already a superb braking system.
More power—especially more...
More power—especially more supercharged power—almost always means more heat, and in a small engine compartment such the C6’s, that can be a real problem. A DeWitt’s aluminum radiator loaded with distilled water, Red Line Water Wetter, and a gallon of DexCool (for water-pump lubrication) should help the blown Z keep its cool.
Cell kept the factory Z06...
Cell kept the factory Z06 exhaust system but sprayed it Ferrari-style flat black to match the stripe on the car. Lovell also modified the mufflers internally for increased flow, and installed a “Mild 2 Wild” switch to bypass the sound deadening altogether. With the switch activated, the Vette sounds like a Cup car prowling the paddock at Daytona.
Final engine assembly was...
Final engine assembly was handled by Joe Irwin at Fast Forward Racing Engines, after which Lovell shoehorned the big stroker into the car. Note that the headers were ceramic coated prior to installation, the better to keep engine-bay temps to a minimum.
Cell plans two different boost...
Cell plans two different boost configurations for the new engine combo. The first will employ a 4.75-inch blower pulley and water injection to generate around 10 psi and a target output of 725 rwhp. The second will rely on a 3.7-inch pulley and methanol injection to pump out 15 to 16 psi and generate approximately 925 rwhp. We’ll be back with the final test results in an upcoming issue. vette
ProCharged LSX Z06 Buildsheet
Second-generation LSX block; bored to 4.125-in, decked, and line-honed
Callies Dragonslayer crank; 4-in stroke, LS7 configuration
Oliver Speedway 6.125-in rods
Diamond custom forged dished pistons, 9.8:1 final compression
Diamond tool-steel piston pins
Steel-top ring set
Calico coated main and rod bearings
ARP main studs
ARP "6-bolt" head studs
GM LSX 6-bolt steel head gaskets, 0.041-in
Stock LS7 oiling system
ATI eight-rib Super Damper, 7.53-in
GM LSX-LS7 cylinder heads
Stage II porting by Richard Reyman/West Coast Cylinder Heads
Combustion chambers opened up to 73 cc's to unshroud valves
Del West titanium intake valves, stock size
REV stainless exhaust valves, stock size
PRC EHT valvesprings
Comp Cams custom grind (0.630-in lift, 232/256-deg duration, 114-deg LSA, 110 ICL)
Morel link-bar lifters, 0.750-in rollers
Trend custom 3/8-in pushrods, 0.080-in wall
Cloyes Extreme HexAdjust timing set
Stock LS7 rockers, converted to bushed bearings by CHE
LS7 intake manifold, ported by Pete Incaudo/VMax Motorsports
LS7 throttle body, ported by Pete Incaudo/VMax Motorsports
Katech valve covers and coil mounts
MSD ignition wires
CoolTech plug-wire shields
NGK BR7EF plugs
All engine work by Joe Irwin/Fast Forward Racing Engines
ProCharger F-1A with eight-rib drive
ProCharger intercooler from standard Z06 kit
ProCharger racing blow-off valve with custom mount by Greg Lovell/AntiVenom
"Big Mouth" air filter and ducting from Taylor Sims/Dallas Performance
Intake-manifold inlet tube from Taylor Sims/Dallas Performance
4.75-in pulley for "street" tune, 3.7-in pulley for "race" tune