As we all like speed, what are some of the first things to help a stock SSR ? ANY suggestions on getting rid of 125 mph shut down? How fast will they go with a 373 rear end . I LOVE TO GO VERY VERY FAST !!!
My SSR: '06 PB #21661 Born 8/29/05, GHL "Old School" True Duals, ADDCO bars, Eibach rear, Joe's Tune
Quote:
Originally Posted by myway51
As we all like speed, what are some of the first things to help a stock SSR ? ANY suggestions on getting rid of 125 mph shut down? How fast will they go with a 373 rear end . I LOVE TO GO VERY VERY FAST !!!
I'm guessing that you are running a 6.0 liter..... but the 5.3 is right there too.
The speed limiter can be disabled with just about any aftermarket tuner. Pretty simple to do. Without any transmission or engine mods, you will probably run out of either RPM (if still in 3rd) or torque (if in OD) at about 155. I think this is kind of the upper limit on an SSR with an automatic. You'll actually get to the point where there is too much torque running through the tranny to keep the converter locked or allow it to stay in OD. Others may be able to shed a little light here....... Most of us don't have any experience above about 135.
To achieve your goal, you are gonna have to do a few things......
1) Get the OEM tune replaced with one that eliminates the speed limiter.
2) Replace the "H" rated (125 mph) tires with something that will carry you safely at the speeds you expect to travel. "Z" will do fine.
3) Firmly attach the windshield pillar covers, they are only held on with plastic clips and velcro. Putting tape on the forward facing edge (windshield side) will eliminate the aerodynamic lift and probably do just fine.
Good Luck,
Mike
__________________ Trust and Generosity are contagious.
My SSR: 06 'REDRUMP' - Yeah it's my personal work in progress in a never ending battle to keep it clean.
Quote:
Originally Posted by myway51
As we all like speed, what are some of the first things to help a stock SSR ? ANY suggestions on getting rid of 125 mph shut down? How fast will they go with a 373 rear end . I LOVE TO GO VERY VERY FAST !!!
Oh if you do plan on going that fast make sure you tires are at 35 PSI too...and balanced always helps. Greg Ducato can hook you up with a Corvette Servo for the automatic transmission which makes a difference in shifting and upgrade the torque converter. Yeah that speed limiter is gunna have to be disabled. It'll go as fast as you want it too......got money? More performance is going to be costly. And be sure to run the hi octane gas in it as well.
Oh if you do plan on going that fast make sure you tires are at 35 PSI too...and balanced always helps. Greg Ducato can hook you up with a Corvette Servo for the automatic transmission which makes a difference in shifting and upgrade the torque converter. Yeah that speed limiter is gunna have to be disabled. It'll go as fast as you want it too......got money? More performance is going to be costly. And be sure to run the hi octane gas in it as well.
Play safe...and have fun driving!
What kind of price range are we looking at for the Corvette Servo for the auto, including labor? Does anyone know any place around Dallas, Texas, that can do a competent job on SSR mods?
What kind of price range are we looking at for the Corvette Servo for the auto, including labor? Does anyone know any place around Dallas, Texas, that can do a competent job on SSR mods?
How about:
Quote:
Texas-based tuner Racing Solutions Inc. recently released three power packages to add a performance edge. We tested RSI's base Z500 package, which combines a nice mix of added power and increased grip for a fair price. RSI starts by removing the stock 5.3-liter, 300-horsepower V-8 in favor of a new Corvette Z06 crate motor. The LS6 5.7-liter V-8 bottom end gets upgraded with Manley steel rods and Wiseco pistons for added strength, while the top end receives fully ported heads, a custom roller camshaft, and a reprogrammed computer. RSI's stainless-steel headers shuttle spent fumes to a high-flow cat that vents to a 3.0-inch-diameter stainless exhaust system. RSI claims the mods result in a stout 500 horsepower (200 ponies over a stock SSR) at the flywheel and 410 measured at the rear wheels.
Also available is a Z600 package that makes use of a 427-cube (7.0-liter) LS6 V-8 kicking out 600 horsepower on pump gas. Still not enough? Soon arriving is RSI's supercharger system package ($8495 installed) that can be applied to a stock engine, Z500, or Z600 package.
Playing up the Corvette Z06 theme, RSI offers custom Z06 wheels in 18-, 19-, or 20-inch diameter (wrapped in grippy BFG g-Force T/A radials) that deliver truckloads more attitude over the ho-hum stock SSR alloys. The rolling stock teams with 1.5-inch-shorter coil springs and revalved Bilstein shocks for increased attitude and cornering prowess. In slalom testing, the wares generated a big 2.1-mph increase in average speed and a sizeable jump in lateral g-force. Although increased handling often leads to increased harshness, on the street the RSI combo remains smooth and predictable. The Z500 package also chopped one full second off quarter-mile times and a big 1.5 seconds off 0-to-60 runs. Another 100-plus horsepower from RSI's blower kit would really make the SSR feel like the street rod it emulates so well. While the Z500's custom Yank torque converter makes the SSR more lively, the stock 4L60-E transmission still suffers from incredibly slow shifts; adding a shift-improvement kit likely would trim off another tenth in the quarter.
My SSR: 06 'REDRUMP' - Yeah it's my personal work in progress in a never ending battle to keep it clean.
Quote:
Originally Posted by faithofgod
What kind of price range are we looking at for the Corvette Servo for the auto, including labor? Does anyone know any place around Dallas, Texas, that can do a competent job on SSR mods?
Well our own SSR fanatic member "Greg Ducato" (His handle too) of Phoenix Transmission Products can hook you up and do the installation for you. Gosh he's like 2 cities over from you located in Weatherford, TX. I believe the servo is $35 and can do the installation for you as well...I'll PM you his office number because I don't know if I can post address info...
Installation will take about an hour or so. I just don't know what his labor would be...give him a call...I'll PM you soon with his info.
As we all like speed, what are some of the first things to help a stock SSR ? ANY suggestions on getting rid of 125 mph shut down? How fast will they go with a 373 rear end . I LOVE TO GO VERY VERY FAST !!!
You love to go fast, You are in luck, You live not far from me, When you want to go fast take a little drive and I will take you a ride in my SSR and if that isn't enough I have a little 6 cylinder Buick that should fill your need for speed, I have stock 3.73 and I had a friend drive it home, I was in front of him and way out in the country he had my 04 past 140 in 3rd., The SSR wasn't going that fast just the rear tires
Hi, just saw this thread, in Lewisville RPM Real Performance Motorsports, they can do NOS, headers, cams you name it they are the Chevy performance place to go
MyWay51: Do you just want to go FAST or do you want to be QUICK? Big difference, and big differences on how you go about getting to the two different objectives.
As we all like speed, what are some of the first things to help a stock SSR ? ANY suggestions on getting rid of 125 mph shut down? How fast will they go with a 373 rear end . I LOVE TO GO VERY VERY FAST !!!
At last, some one else from this area! You have a PM.
Boy I would not get ahead of myself normally, but since Indiana seems to be the source of trouble..
How 'bout a twin turbo built for SSR, aimed at no internal engine mods, street use, pump gas, bolt on, target power around 575, intercooled kit for under $3000 ? We are now about a month away from completing a similar system for LT-1 Impala SS, and i'm sure the itch will spill over to '05 SSR.
not making any deadlines nor promises though, but wouldn't that be cool..
OK, will come back to this before this year is over, meanwhile, pedal to the metal!
George @ ImpalaSStudio/CCCP - formerly
from IN, USA
Well haven't thought about a twin turbo on the SSR, Like the super charger but me and another guy is playing arund with the ideal of using a procharger D-1 to spool the turbo on the Grand National, That might be fun
Jim as a old time drag racer you can go quick without going fast but you can't go fast without being quick
Well haven't thought about a twin turbo on the SSR, Like the super charger but me and another guy is playing arund with the ideal of using a procharger D-1 to spool the turbo on the Grand National, That might be fun
Jim as a old time drag racer you can go quick without going fast but you can't go fast without being quick
Double-L: You are speaking too narrowly - drag racing only.
On the STREET, sure you can go fast without being quick. Just optimize gearing for speed versus acceleration, and you'll go fast but not always quick.
Ride any Ducati motorcycle for example. They are factory geared for top speed and high road speeds, and their acceleration suffers a LOT because of this. I have gotten clients Ducati's to be a full second quicker in the quarter mile by re-gearing them for lower top speed but much improved acceleration.
The specifics, for both cars and bikes, depend on shape of the power curve and relative weight of the vehicle.
I recently did a computer simulation for a drag team that runs a highly modified Harley, and we optimized the gearing specifically for their runs and techniques.
[quote=Double-L;371573]Well haven't thought about a twin turbo on the SSR, Like the super charger but me and another guy is playing arund with the ideal of using a procharger D-1 to spool the turbo on the Grand National, That might be fun/QUOTE]
Sounds unusual, what exhactly woudl spool what on a GN? It comes with a single turbo from the factory, how procharger would play into this? Very curious :-)
As far as Suprecharger vs a Turbocharger, there are pros and cons.
Superchargers are easier to install, no need for special exhaust manifolds for once. SC requires only two set of pipes- from the filter to the SCand from SC to TB.
Each turbo needs four - 1) from the filter to the inducer, 2) from exducer to the TB , 3) from exhaust manifold to the turbine housing and 4) out of the turbine housing into cat and out. (in case an intercooler is used, + one more set for both SC and T and in case of twin turbos + one pipe).
I kind of like the turbo deal, once the piping is taken care of the advantages are pretty attractive.
First off, turbos start building up boost as soon as the throttle is opened, as opposed to SC s that need RPMs to generate it. Turbos build up boost sooner, which is good for street use.
Second, turbos use up 5% of power they build by restricting the exhaust.
Superchargers use up 30% of power they build up to drive themselves.
In my goal of leaving the engine stock (which is good to 600HP) it means of 200 HP i can add to an '05 400HP LS2 with a turbo, 10HP will be lost to operate the system.
Of 200 HP gained by a similar compressor wheel but driven mechanically (SC) i'd have to surrender 60 HP to drive it.
In case of using a SC, that 60 HP is a direct extra load on the bottom end, and therefore as a package I couldn't ask of a Supercharged LS-2 to give more than 540 HP total.
By same talking, turbo will give 590 HP with same stress on the internals.
Third, turbocharged engines generate less heat conciedered as a package, than SCd ones. That will translate to less ignition retard preventing detonation, which kind of feels gooder and safer.
I'm not saying SCe are bad, not at all, they are cool loking, simple, reliable power adderes, many self-lubricating, now this i don't know: Magnuson SCs seem to becoming more popular, is there enough room for a screw type SC under the hood?
In any case, whoever does what for more HP, it's all fun, let's have some.
First off, turbos start building up boost as soon as the throttle is opened, as opposed to SC s that need RPMs to generate it. Turbos build up boost sooner, which is good for street use.
Second, turbos use up 5% of power they build by restricting the exhaust.
Superchargers use up 30% of power they build up to drive themselves.
In my goal of leaving the engine stock (which is good to 600HP) it means of 200 HP i can add to an '05 400HP LS2 with a turbo, 10HP will be lost to operate the system.
Of 200 HP gained by a similar compressor wheel but driven mechanically (SC) i'd have to surrender 60 HP to drive it.
In case of using a SC, that 60 HP is a direct extra load on the bottom end, and therefore as a package I couldn't ask of a Supercharged LS-2 to give more than 540 HP total.
By same talking, turbo will give 590 HP with same stress on the internals.
Third, turbocharged engines generate less heat conciedered as a package, than SCd ones. That will translate to less ignition retard preventing detonation, which kind of feels gooder and safer.
I'm not saying SCe are bad, not at all, they are cool loking, simple, reliable power adderes, many self-lubricating, now this i don't know: Magnuson SCs seem to becoming more popular, is there enough room for a screw type SC under the hood?
In any case, whoever does what for more HP, it's all fun, let's have some.
CCCP: The biggest problems you would have with a twin turbo setup on an SSR are:
- Not enough phuysical room to do all the required plumbing
- If you can get the plumbing in somehow, you are going to make the already bad underhood thermodynamics problem described in my book even worse.
I disagree that a turbo would provide better power at low rpm than a Magnuson or screw type supercharger. You arew confusing the Magnuson and screw type superchargers with the centrifugal superchargers. NOTHING provides better low rpm torque than a Magnuson or screw type (e.g. the Kenne Bell).
You are close in your estimate of power required to drive the Magnuson blower. Mine requires about 67 hp at peak engine rpm. Keep in mind that the Magnuson blower is a LOT more efficient than a Roots type, and that the screw type is even more so.
I'm not SURE your saying that the power to drive the blower needs to be subtracted from what the lower end of the engine can handle, to get net power. Most of the load on these engines is INERTIAL, not combustion pressure force.
yes Jim, I'm aware of the difficulties of packaging, and no, am not "confused"
about what kind of supercharger "Magnuson" is. But you are seem to be.
Here is a quote of your statement which containes several mostakes:
"Keep in mind that the Magnuson blower is a LOT more efficient than a Roots type, and that the screw type is even more so."
First of all, Magnuson is a distributor for Eaton superchargers. And cannot be "more efficient than roots type SC", because it is a Roots type one.
Second, screw type supercharger is LESS efficient than roots blower used by Magnuson.(see chart below)
As far as the type of load engines have to endure, "inertial" is only one of them.
Inertia of reciprocating parts, however, does not change with addition of any power adders. Those forces change as function of RPMs only, and is irrelevant to the subject in question.
Relevant is the fact that resistance equal to 67HP applied through the belt and pulleys to the crank, which is thereby connected to the supercharger. It means once combustion occurs and pressure is applied to the top of a piston there is exrta load on the wrist pin, rod, extra twist of the crank.
Failure to recognize this leads to a failure to recognize a simple fact that turbo starts building boost as soon as the throttle opens, without any increase of RPMs. Plus it expedentiallly builds boost as RPMs increase.
Not so with superchargers. SC does not know that gas pedal is mashed. Once the RPMs increase, it starts bulding boost.
No wonder every sanctioning body of all types of racing discrminates agains turbos, otherwise they outperform anything in site including SCs and nitros...
Piece!
yes Jim, I'm aware of the difficulties of packaging, and no, am not "confused"
about what kind of supercharger "Magnuson" is. But you are seem to be.
First of all, Magnuson is a distributor for Eaton superchargers. And cannot be "more efficient than roots type SC", because it is a Roots type one.
Second, screw type supercharger is LESS efficient than roots blower used by Magnuson.(see chart below)
As far as the type of load engines have to endure, "inertial" is only one of them.
Inertia of reciprocating parts, however, does not change with addition of any power adders. Those forces change as function of RPMs only, and is irrelevant to the subject in question.
Relevant is the fact that resistance equal to 67HP applied through the belt and pulleys to the crank, which is thereby connected to the supercharger. It means once combustion occurs and pressure is applied to the top of a piston there is exrta load on the wrist pin, rod, extra twist of the crank.
Failure to recognize this leads to a failure to recognize a simple fact that turbo starts building boost as soon as the throttle opens, without any increase of RPMs. Plus it expedentiallly builds boost as RPMs increase.
Not so with superchargers. SC does not know that gas pedal is mashed. Once the RPMs increase, it starts bulding boost.
No wonder every sanctioning body of all types of racing discrminates agains turbos, otherwise they outperform anything in site including SCs and nitros...
Piece!
I'm afraid you are incorrect.
While a Magnuson is "technically" a Roots type supercharger, it is FAR more efficient than a typical Roots (like a Weiand, etc). This is a result of its screw design, which is nohing like a regular Roots. Read any responsible supercharging book before you tell me I don't know what I am talking about please.
And as for efficiency, you may get your technical data off of eBay, but I do not. A screw type supercharger is more efficient than a Magnuson in terms of powerr production, BUT has a disadvantage under non-boost conditions, that reduces its efficiency there. You will find this in any responsible book about supercharging.
As for your statement
"Inertia of reciprocating parts, however, does not change with addition of any power adders. Those forces change as function of RPMs only, and is irrelevant to the subject in question."
You are being dense I'm afraid. That WAS exactly my point, so let me try again. My point was that adding pressure to the piston face via supercharging was not going to be the straw that breaks the camel's back in terms of loading on the engine's lower end components. It is RPM that creates the interial forces that make those ultimately destructive forces on these engines, and a supercharger allows you to AVOID high rpm because it makes more power at LOWER rpm.
The remaindere of your posting is , I'm sorry, sheer trash. You have never evidently heard of turbo lag for example. And if you don't think a positive displacement supercharger makes power as soon as you hit the gas pedal, you have never evidently actually driven a supercharged vehicle.
Please read a book (or four) on supercharging and turbocharging before you mislead the readers here too much. Your lack of basic knowledge on the subject is scary.
go faster without breaking the bank
...got money? More performance is going to be costly. And be sure to run the hi octane gas in it as well.
Be safe if you are gonna go fast 
