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Chevy High Performance
"Chicayne is a driver. After getting a little seat time at this past year's Hot Rod Power Tour, we can tell you it is a thrilling ride. With over 1,100 hp of twin turbos churning through its soul, it made the Long Haul Gang with ease. Chicayne is like a rock star in that it has a following and will draw a crowd of dedicated Bow Tie enthusiasts within minutes of coming to rest."


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Engine 406c.i. small block Chevrolet

Intake
Hand built aluminum plenum by Rad Rides By Troy
Fuel rails hand fabricated, polished aluminum with Bosch injectors controlled by Big Stuff III software.
Intake valley equipped with Aeromotive pressure regulator p/n13109 with two rails of fuel pressure in and one rail out to return unused fuel to tank. The intake valley also has a #12 XRP line fastened to a breather canister in the lifter valley to provide an intake source for the vacuum pump. There are no external breathers; the engine crankcase is kept in a vacuum state at all times to prevent possible denotation especially under full boost.
A late model corvette throttle body was used for its size and also the capability to use an electric throttle after Big Stuff III’s software is ready for electronic traction control.

The thermostat housing has been relocated in a parallel plane with the intake to clear the throttle body and accessories. Water temperature sender for the Autometer gauge is located in the front and the water temperature sensor for the computer is located in the back of the intake. The intake gaskets and port matching plates were cut by Flat Out Gaskets. Their gaskets are coated with a sealing silicone film to help control boost pressures. The intake and all other engine components are held in place by ARP’s 12-point stainless bolts. All bolts are torqued to ARP’s molly lube specifications to insure proper bolt stretch. Dry bolts take 65 to 75 percent of the torque to overcome friction.

Cylinder Heads
Dart’s Generation II cylinder head with 18-degree stainless valves. The heads have a receiving groove cut into their face to accept a stainless o-ring in between the block and cylinder head. Flat Out copper head gaskets were used .040 thick and an ARP stud kit provides the fastening.
A Jesel valve train with a 1.545 roller rocker ratio and tie bar system was used. The intake rockers are offset to clear the intake runners in the head. Comp Cams valve springs with an installed height of 1.930, seat pressures of 2001 lbs. closed and 475 lbs. open. Comp Cams titanium retainers with 10-degree keepers and 11/32-lash caps keep it all in check. The pushrods are also supplied by Comp Cams and are 3/8" diameter and .8415 in length. Jesel offset roller rockers ride the bump stick and are .8415 in diameter. Comp Cams supplied the special-cut cam with the following specs.
Lobe Separation .114
Intake Duration .230
Exhaust Duration .239
Intake lift .560
Exhaust Lift .570
A new composite distributor gear from Comp Cams was used to wear on the adjustable cam gear spinning with a Comp Cams dual roller timing chain. A Comp Cams three piece timing cover allows access.

Block
Darts Iron Eagle small block 406 cubic inch with a deck height of 9.030 and bore of 4.125. The block is a larger casting to allow for stroker cranks. The main bearing is 2.65 and the cam was raised .391 and is also the same size as a big block at 2.120. The crank is a Lunati 3.750 with Lunati connecting rods and spins in Federal Mogul racing bearings. The crank is held in with splayed 4-bolt main caps. Pistons are Lunati reverse dome 8.5:1 ratio with Speed Pro rings and full floating pins held in with dual snap ring retainers. An ATI damper and GM flywheel are at either end of the crank. A Stef’s oil pan has been modified 1” for ground clearance and is set up for wet sump and baffled right and left for the turbo return lines. There is also an external sight gauge.

Accessories
Powermaster supplied the Starter and 130 Amp 37860 Alternator; the power steering pump is GM. For air conditioning a Vintage Air compact compressor is utilized. Cooling is handled by a Meziere billet water pump. Ford racing supplied the vacuum pump. Billet Specialties machined a special prototype serpentine pulley system that has been hard anodized green.
The vacuum pump pulls from the intake valley, passes trough the Steph’s oil separator on the left side of the oil pan. It then passes through the pump which exhausts through a Steph’s Breather Canister to muffle pump noise; it is also mounted on the left side of the oil pan. The engine mounts are stock with two 3/8” bolts drilled through center sections to prevent mount breakage and still allow good vibration control.

Ignition
MSD’s flying crank trigger provides the signal to the ECM and a MSD #85502 Distributor with rotor phase capabilities (set at 25 deg. BTC) and an adjustable mag pick up to set cam sync which provides a cam signal to the ECM. The crank trigger is set at 65 deg BTC, this allows for Big Stuff III’s ECM to have a large variance to be used by the processor. The ECM then supplies the MSD 7AL box its signal through the wire normally used for a point signal. A MSD Pro Power Coil #8251 provides the final spark through MSD ignition wires. The new design crank pulley acts as a centering piece for the MSD’s crank trigger and does away with the need to space the pulley system on stock applications. MSD also supplied a RPM switch to engage a relay to turn on a second Aeromotive fuel pump at 3800 RPM to insure fuel at full boost.
The valve covers are DOME carbon fiber with a pressure relief valve installed; incase of vacuum pump failure. The other cover has an oil fill cap with a vacuum tee in the center to run the Autometer vacuum gauge, this provides the driver with a constant vacuum signal on the gauge to show the system is functional and full boost is safe.
John Meany’s Big Stuff III is in charge of taking readings from TPS, Water, ATP, MAP (vacuum and boost GM # 16040749) RPM, Crank, Cam and wide band O2 sensors. Insuring that the turbos become HUGE friendly horsepower due to Meany’s electronic control module.

^^I have no clue as to what some of this means but I thought I'd post it for the more knowledgable of you. Saw this beast on Rides and thought it was pretty AWESOME!!!
 

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Discussion Starter #5
"The imagination is deadly to those who dream of speed. It's a full throttle fantasy of fuel and friction mixed into a cocktail at 200 miles per hour. We invite you to experience a concept designed to keep the pedal smashed to the floor and your seatbelts fastened tight. Where twin turbos fuse horsepower and torque into the raging blur, and the only thing keeping up with your attitude is your shadow."
 

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Originally posted by jinxxycat+Aug 30 2004, 08:55 AM-->QUOTE (jinxxycat @ Aug 30 2004, 08:55 AM)
<!--QuoteBegin-mdzowner
@Aug 30 2004, 05:39 AM
how much do you think one of those go for?
mdzowner

I don't think they put a price on these one of a kind vehicles. They are literally works of art that can haul azz!

Yeah I would have to agree with Jinx on that. I wouldnt want to know the price on that thing if they did sell it. There are probably thousands of man hours into it.
 

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http://www.bankspower.com/twin-turbo-products.cfm

Induction being equal, there's no substitution for cubes. TT systems are comparably priced, I'd guess...

Saw the Banks TT setup
on HP TV (?) a couple weeks ago...aewsome look & sound. The thing about these oldschools is they're easy to work on, room under the hood, etc...Plus, the warranty's already up...
 
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