This is not intened to get down on any product or member, these are just the facts.
Let me also state that I have been building and tuning HP cars probably longer than some of you have been around. I'm 61 and still like adrenaline rushes. I also don't like to make hp with superchargers even though that is the quick and easy way to do it.
My current ride is my 07 Z that I have had for about a year and change. It is just about as good as it gets for domestic iron. It has only one minor mod that I did 4 months after purchase, I ported and polished the throttle body.
I have used one of the most popular tuner software products starting with my moded 02 Z. It had the average bolt ons (headers, CAI, etc.) and made, with tuning, just a hair less than 400 rwhp and 385 tq. I still have some of the dyno sheets around.
The difference with the 02 vs the 07, is that in my humble estimation, the 07 had an excellent power package to begin with. Like always, I wanted to see what JUST tuning would do to wake up the beast. New out of the box w/0 adjustments, 427 rwhp and 398 tq.
Seeing some drivability issues, I started tuning those out and the car responded. My new Z was somewhat of a let down in throttle response compared to my 02. I think this is a result of cam timing and port volumes of the LS7. The reward of fuel and timing tweeks yielded 455 rwhp and 430 ftlb tq.
After validating the above results, I started sneaking up on mid-range and top end power. This required lots of driving and logging to find what the car liked and didn't like. I honestly didn't know if I was making more power during this period, like 6 mos.. The last set of dyno pulls yielded 485 rwhp and 455 ftlb tq.
Am I finished? Hell no! Next is cam, headers, and at least CAI. In the pursuit of power, I will not sacrifice drivability issues for dyno numbers and with todays software and electronic management systems, you don't have to compromise unless you are going racing.
Can anyone duplicate what I have done? I would say that with the right tools, knowledge and time, YES! The Z ain't no slouch as it is delivered.
Good # any pics of the dyno sheet? What program did you use (if you can say)
I was tuning my 07 Z today, but no final #'s yet...
I have the 1st and 2nd dyno runs and maybe the final set in PDF format because it was a favor to me and emailed here. I should note that all pulls were done on the same dyno and presided over by one of the best tuners in SoCal.
I don't have a problem with the software either, but I don’t know if they are a vendor. I will say that it is the most popular on the market and has been diligent about staying current with PCM technology. If you can’t figure it out pm me.
Warp 10. I also live in SoCal - have an '08 Z - you do this professionally?
No, but I will share with what has to be done. No exact tune info. because LS7s seem to be scattered around the hp curve and some just run better than others and may respond to different tweeks.
If you want a professional, I can refer you to one of the best here. PM me if you want to get together or be refered on.
I have the 1st and 2nd dyno runs and maybe the final set in PDF format because it was a favor to me and emailed here. I should note that all pulls were done on the same dyno and presided over by one of the best tuners in SoCal.
I don't have a problem with the software either, but I don’t know if they are a vendor. I will say that it is the most popular on the market and has been diligent about staying current with PCM technology. If you can’t figure it out pm me.
Warp 10
Hmm no idea... I think you can post (attach) pdf files here, right? anyway thanks for sharing.
The gains are excellent, perhaps there is a huge contrast from stock to after tune. I am sure everyone is wondering what technique you are using to make about 38-40whp more average than just about any tuner.
Was the dyno numbers corrected? how are your AFR? Congrats, that is a impressive number for sure.
The gains are excellent, perhaps there is a huge contrast from stock to after tune. I am sure everyone is wondering what technique you are using to make about 38-40whp more average than just about any tuner.
Was the dyno numbers corrected? how are your AFR? Congrats, that is a impressive number for sure.
I think if you looked around that you would find that HP #s are all over the board. I have seen 490+ off the show room floor reported on this and other Corvette sites. At the other end of the spectrum are cars that make only 420 from the factory. I'm glad mine responded to tuning.
My PE afr #s are 13.1, which is considered max for this engine.
I think if you looked around that you would find that HP #s are all over the board. I have seen 490+ off the show room floor reported on this and other Corvette sites. At the other end of the spectrum are cars that make only 420 from the factory. I'm glad mine responded to tuning.
My PE afr #s are 13.1, which is considered max for this engine.
Do you feel that you are eating into the safety margin some tuners are leaving in there for the drivetrain? I know the factory leaves all kind of safety parameters in place to prevent shock to the driveline. Just curious as to how far you have pushed the threshold.
Do you feel that you are eating into the safety margin some tuners are leaving in there for the drivetrain? I know the factory leaves all kind of safety parameters in place to prevent shock to the driveline. Just curious as to how far you have pushed the threshold.
The short answer is No!
The long anwser is:
There is a significant difference between use and abuse. Step over the line and pay the price. As a general guideline, engine (piston) speed limitation is 8400 RPM and the torque limit of the T-56 is around 480 ft lbs. And the, I wonder why they did that differential has a 1” larger ring gear than the C5 Z. I do not side step the clutch pedal and I don’t exceed the factory redline; the engine is laying over before you ever get there anyway. If I have a failure before the warranty expires, I expect a no hassle repair from GM up to those 100,000 miles.
Without going into to how many engines that I've tuned and built, GM did this one right in my humble opinion. There is only one thing that GM didn’t do in this design, forged pistons. Why, probably piston to cylinder wall clearance and its’ potential emissions implications. Otherwise it is the engine that I dreamed about when I was building race and hot street engines. Durability plus, like designing and building an engine to live at 10,000 RPMs and then setting an 8,500 RPM Redline. What Chevy did with the LS7 was to build the lowest mass reciprocating assembly, with least frictional losses possible, least pumping losses and lightest valve train ever used in a production pushrod engine.
Using the philosophy of overbuilding for durability in the intended application is the name of the game for this bad boy. Stay with the factory Redline, don’t get this engine into detonation and feed it regularly with Mobil 1 and good 91 Octane gas and enjoy the road.
.... Like always, I wanted to see what JUST tuning would do to wake up the beast. New out of the box w/0 adjustments, 427 rwhp and 398 tq.
Seeing some drivability issues, I started tuning those out and the car responded. My new Z was somewhat of a let down in throttle response compared to my 02. I think this is a result of cam timing and port volumes of the LS7. The reward of fuel and timing tweeks yielded 455 rwhp and 430 ftlb tq. ....
Bingo, you have captured the essence of what I am looking for. (Ref:Newbie Tuner)
I am wondering how far I can get with a system like a predator and Killer Bee in getting rid of some throttle latency. (Taking into account low milage)
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