Don't tell Hacker................

 

This is a good package, definitely for the 4.5-7 US folks. It would be a more appealing package if it was built up. There are many I'm sure who would tackle an engine swap, but may not be up for a engine build.
I would agree with what's been said about being worth more in parts, or sub-systems. The short block alone would attract more attention from the Euro owners such as myself.
I've had interest for some time about turning mine into a hybrid. Though I figured I'd wait unitl my 195K engine shows signs of fatigue. This seems to be ways off. My compression is spot-on, and the car can easily pull over 140mph.
If I were to do it, I would go with the 5.0L shortblock, bore it out to 5.4L and throw in 104mm pistons from a late model 944. Then drop on the Euro top end. Sharktune the LH and EZK and rock-and-roll.

My guess is I would pay a reputable engine builder to do the work (two names comes to mind in our community).

 

The challenge with offering it as a built engine is two-fold:
1. if I do it myself, there will always be questions about my build expertise since I'm not a "reputable engine builder", and just a DIYer.
2. paying a reputable shop to do the work adds significant cost to the overall package.

I also considered breaking it up into component parts, but if I go that route, chances are I'll have left overs that will be harder to recoup $$ from because one person will want just the block but want to bore it out and use different pistons. Then what do I do with the custom flycut pistons designed specifically for the hybrid motor? They don't hold much value without the complete package.

I'm still inclined to try to find a buyer that is interested in the entire package because I believe the uniqueness of the complete setup is where the value is...if they don't want to build it themselves, they can always source the work to their favorite reputable builder. Of course, I am open to offers so if anyone wants to make offers on the short block or the top end, I'm willing to entertain them!

 

I think Carl from 928 MS is going to be offering warrantied rebuild service now, maybe check with him?

 

Not late model 944 pistons, but 968 pistons you mean.
You will need custom rods, and then you will say I might as well stroke it too... into the abyss you go

 

so this is where i get confused on the options. I thought that with the devek crank on a stroker, you could use stock 928 rods bolted to 968 pistons. Since this 5.4 liter is a short cut for not having to use a different crank, if what i mentioned is true, you would need some custom rods. (is this easy?)
The nice thing about this kind of rebuild,is that you are still using all stock parts.
When you start doing the nicasil deal, with custom pistons, it gets a little dicy and a trained professional should be at the wheel of design.

I think if you are going to all that trouble for boring the block, you may as well find a stroker crank and put the extra liter in there.

another option is to find the GTS crank, rods and pistons and build a 5.4 liter that way. this way, you trade the block prep and custom rods, 968 pistons, for a stock match of components. I think someone was selling a GTS rotating assembly recently.

as far as valve cuts on the 2 valver, i have the template. just use it and its an easy mod.

mk

 

Well, considering the hundreds of dollars of shipping costs (round trip), it hardly seems worth it...I'd end up taking such a huge loss, it wouldn't make sense to sell it at that point

 

Mark the stroker cranks use Chevy rod bearings and Chevy like rods they are custom. Only Mark A's early stroker crank was made with a bit short stroke so he could run his Porsche sized Carrillo rods that he already owned (stock rods are too big on the big end and have block clearance issues). The early GTS rods are suspect and Porsche says not to run them if the engine is apart....they were just short of recalling them.

 

So really, all strokers have to use a custom rod. Got it.
mk

 

Maybe if the ZO6 is stuck in 2nd gear.

A stock ZO6 with a above average driver laps RA in the low 2:30's. This is where Jean-Louie runs with his lightweight EuroS with GTS transmission, race tires and he also weighs in at about 90 pounds, far less than your "average" 928 owner.

The fastest of the fast ZO6's run 2:24 and change.

Same with BlackHawk, Autobahn County Club, and Gingerman (local tracks I am familiure with the cars & lap times).

Hell, the last time my gang (trio of slightly modified ZO6's) were at VIR, the only car that could keep up with them was a punched out 993TT, and that was only in the straights.

I agree this motor is 100% better than a Chebby conversion. But to say dropping this motor into an OB will allow one to keep up with a ZO6 is nonsense. Unless maybe Mark Anderson is driving.

The LS2 was never in the ZO6.
C5 ZO6 has the LS6, the C6 ZO6 has the LS7.
LS2 is the base 400hp motor introduced in 2005, later replaced by the LS3.

So even if you were taking about a base 2005 Vette (I doubt you were) these dyno at about 330rwhp and weigh about 3200lbs.
Head and cam work can easily add 50rwhp, intake work adds a bit more.

Sorry.....closet vette guy over in this corner

I'm here!!

Guess I don't post enough if someone did a search and did not find any threads on my supercharged 16V or Carl's setup.
Jack Riffle is next in line for an L-Jet Supercharger install. Right now the IC is being re-designed based on the unit made for Shane's 86.

Todd is working on a 928 stroker motor as we speak using custom rods with 928 rod bearings.

 

Hacker, Has Todd ever made or planned on making one of his huge bore engines for the 2 valvers? You could run some huge intake valves ala early Boss 302's, further unshroud the intake valves and run a nice flat top piston with only 2 valve reliefs cut into it. I like the concept of the 5.0 hybrid but have to believe 6 valve reliefs and a piston shape designed for a 4 valver has to screw up flame travel and squish etc.

 

Well, Im sure it depends on the track, but scot is running 1:40.8 in a garbage can 928 with the bolt in 5 liter at Laguna. The very fastest T1 cars were running high 1:38s, and those are vipers. (which also visit the tracks back east and are front runners in T1, like Scotty white and Cindy Lux, running the comparable platform to their old Z06 race cars)

I did mean Ls2, because that would be the flavor of motor that most would be sticking in a hybrid project.

I think the point is that you can put in a fairly stock and dependable near 300rwhp, while the Z06s often dyno at 330rwhp as you say. (but are a little heavier) So, thats why i said you can keep up with the Z06s. I race with the 395rwhp Zo6 and he now is getting just a little faster than me, but its got a fully built up engine, with all the World Challenge Z06 race car goodies( wings, splitters, hood, suspension, basically, everything but the 550+hp engine)

All scot or I would need to keep up with this car, would be the 928 stroker, even in a stripped down cheap form. I think a cheap stroker project on a 928 would produce a faster car than getting an LS2, or LS6 engine and making the conversion.
which was the engine that was in the Z06, the LS6? was that the 6 liter or the 350ci? That was the one that came in the early Z06s with 405 rated hp right?

Anyway, comparing times at RA is tough, as JL never ran a 5 liter there, and i was there on super-shot tires , 95F temps, and in conservation mode before my Laguna Speed GT race the next month. However, HP can rein supreme at a track like that, based on drag vs HP and the length of the straights.
Ive raced my ole' Holbert car against about 5 or 6 T1 Z06 racers, some with regional champs driving, a rookie pro, a top pro and others at the wheel, with cars in the high level of prep. It would always beat them at my tracks out here, and Scots car is only a second or so back.

Mk

 

Todd and I have tossed around the idea of building an awesome 2-valve engine. If time / money ever permit I would like to kick off such a project. Right now I'm simply trying to get my 5 liter in the 79 with a LH/EZF upgrade.

My friends ZO6 ran a 2:29 on Monday at RA with only a cold air intake / exhaust work along with suspension / brake upgrades. He said the car was pushing like crazy since he was still running is Mid Ohio setup. With the proper setup & better weather a 2:27 is obtainable.
His car is sub 3,000lbs with 370rwhp (interior is stripped)

In August is a Corvette only track event. Rumor has it some of the T1 cars are planning on running "unrestricted" to the rules they are bound by in SCCA. Lap times are expected to be sub 2:20.

 

That Vet sounds a lot like my biggest competitor's Z06 (Rob) in ITE, but it is more world challenge like, and now running a little faster than I am. I can barely beat him at some tracks (still), but he is getting those down too. However, you mentioned 370rwhp. thats only for air filter and a exhaust? my buddy Rob, has 385rwhp and the chassis is very WCGT like (and thats a fully built out bottom end and some trick, but mild top end stuff too.
Again, the top Speed Touring cars (cars less than 2.8L) on DOT toyos are running 2:26 for the fastest and the guys I run with on any given day, are more like the 2:28 range at RA. I ran nowhere near close to that, but tire issues, temps, and clean laps were a big part of that. That day, everyone was off 3-4 seconds, including anderson, while I had finally verified a 3 second issue i had with my used hoosiers. I also think big hp, if the T1s run "unrestricted" would bode well for a huge HP vet at Road America and its LONG straights, and im sure they can be in the mark anderson range. When you say "T1" but unrestricted to SCCA T1 rules, what does that mean? loose the weight? bigger motor? wings? etc? In my mind, a T1 car not in the rules would be anything he could change at the track. (ride hight, gas, weight, suspension , and possibly some bolt on engine components) If those are the areas of "unrestriction" I certainly dont think there is 7 seconds to be found there, to run a 2:20. remember, Anderson runs 2:22 on a hot day and 2:17high on his best day. In the old days, he and Joe ran 2:24s with the 420rwhp version 928s.

mk

 

Today at RA:
2:16:893 by Tommy Archer in a Viper was top spot this afternoon.
Quote by Archer: "This is the slipperiest I've ever seen Road America, It’s been slippery the whole week"
Afternoon times were slower than the morning session, where eight drivers were under the 2:17 threshold, led by Brandon Davis’ 2:15.749 (107.351 mph). Davis did not take his No. 10 ACS/Sun Microsystems Ford Mustang Cobra out in the afternoon.