Just another 600Z Magnum
05-03-2012, 07:01 AM
#1
Registered User
Thread Starter
iTrader: (9)
Join Date: Sep 2006
Location: KC
Posts: 412
Likes: 0
Received 0 Likes
on
0 Posts
Just another 600Z Magnum
If the GTR is Godzilla, then I'm building the Bockscar (see wiki for my demented reference). My reasoning and goals are based on me tracking the car and getting owned by GTRs, EVOs, Corvettes, FDs, etc. on the straights. I can hang with most in the curves but always lose ground when HP matters.
The chassis is a 2006 Enth. and the donor car was a 2005 corvette (bad idea, I'll detail why later).
The Hardware
-ls2 w/L92 heads and LS3 intake manifold
-T56 Magnum (road race gear set, and a major PITA to make work)
-Sikky install kit (I modified a good amount of their items)
Valve train all selected by FTI (Flow Tech Induction, Ed Curtis)
GM OEM vs FTI push rods
Jesel goodness
Adjustable Timing
PAC installed
L92 heads with an atomic bomb of a valve train installed with ARP hardware.
Now for the major issues with using a corvette LS2 and a T56 Magnum. If you don't know the Corvette has a different arrangement for its accessories, putting the Alt up top and directly in the way of the intake path. The T56 Mag is shorter, uses a different output shaft and has a different shifter offset than a standard T56. In hindsight this was an epic waste of time to do, but I'm stubborn and already told myself I'd do it. The better route would have been to get a built T56 and been done. I also have access to a lot of equipment, software and people that will hook me up with favors.
So to get the accessories where they need to be they must be arranged differently...
vs
For the magnum the drive shaft had to be shortened and had a 31 spline Ford C6 1310 yoke added. Then I had to reinvent the wheel with the shifter. I actually started working with Sikky on this but things didn't align so it was dropped, however I continued...because I'm stubborn. This requires about a 12.5" offset from the 2nd shift knuckle. I'm on my 3rd round of designs and still not happy but it's in and working, but this will be an ongoing project for me. However, to make life easier I just took apart the Sikky shifter and used all their guts. I just had to make the main housing and linkage, which are not perfect just yet.
Concepts renderings
Then about 10hrs of machining later...
The chassis is a 2006 Enth. and the donor car was a 2005 corvette (bad idea, I'll detail why later).
The Hardware
-ls2 w/L92 heads and LS3 intake manifold
-T56 Magnum (road race gear set, and a major PITA to make work)
-Sikky install kit (I modified a good amount of their items)
Valve train all selected by FTI (Flow Tech Induction, Ed Curtis)
GM OEM vs FTI push rods
Jesel goodness
Adjustable Timing
PAC installed
L92 heads with an atomic bomb of a valve train installed with ARP hardware.
Now for the major issues with using a corvette LS2 and a T56 Magnum. If you don't know the Corvette has a different arrangement for its accessories, putting the Alt up top and directly in the way of the intake path. The T56 Mag is shorter, uses a different output shaft and has a different shifter offset than a standard T56. In hindsight this was an epic waste of time to do, but I'm stubborn and already told myself I'd do it. The better route would have been to get a built T56 and been done. I also have access to a lot of equipment, software and people that will hook me up with favors.
So to get the accessories where they need to be they must be arranged differently...
vs
For the magnum the drive shaft had to be shortened and had a 31 spline Ford C6 1310 yoke added. Then I had to reinvent the wheel with the shifter. I actually started working with Sikky on this but things didn't align so it was dropped, however I continued...because I'm stubborn. This requires about a 12.5" offset from the 2nd shift knuckle. I'm on my 3rd round of designs and still not happy but it's in and working, but this will be an ongoing project for me. However, to make life easier I just took apart the Sikky shifter and used all their guts. I just had to make the main housing and linkage, which are not perfect just yet.
Concepts renderings
Then about 10hrs of machining later...
Last edited by QTB; 05-03-2012 at 08:39 AM.
05-03-2012, 07:01 AM
#2
Registered User
Thread Starter
iTrader: (9)
Join Date: Sep 2006
Location: KC
Posts: 412
Likes: 0
Received 0 Likes
on
0 Posts
To make a little more room for possible future plans and to save a few pounds I removed the pre-fire wall. I also heat shielded the firewall with aluminum coated fiberglass.
To make room between the radiator and engine twin spal fans were used with a Mishimoto radiator (it was free, thanks bimmertech)
Oil System
On the LS I drilled holes in the lifter trays, about 3/8" to allow for better drain back under high rpms. Currently the car has a Mocal oil cooler left over from the VQ but I've added a 3qt oil accumulator. This Tees in near the exit of the cool cooler. I've also used both the Nissan and GM pressure sensors to retain readings on both systems. I'll see if I can get some pics of how I plumbed everything. Another project I re-did 4 times to get it all worked out. With all my additions and the Sikky pan it should hold as much as 13 qts of oil. So those changes will be hella spendy. I also plan on adding a Katech blueprinted pump once I build the block, but until then I'm counting on the OEM unit. I'll also run a priority main oiling system since I have a solid roller cam setup and it just doesn't require much oil.
The power steering now uses a KRC resevoir and the OEM Nissam PS cooler. I changed this layout probably 4 times but ended up not using the Sikky return line.
Fuel system
For this I did the standard walbro 255 pump with a return line kit. Aeromotive fuel rails and regulator were installed to feed the 42 lb/hr LS7 injectors. I have -6AN fuel lines which in hindsight are probably too small but the dyno will tell.
Intake
The induction is a simple K&N filter with a 45* bend into a 135* bend but it honestly fits like crap. I'm going to make an aluminum 3" radius bend that is mittered to clear everything. Of course it's all 4" tubing to fit the 90mm TB. I've also removed the MAF and installed an IAT sensor to run solely on speed density tuning. Sorry the only pic I have is from my phone.
Gauges and software
I decided I want to be able to monitor AFR and my oil temp so I made a aluminum mount plate that takes the place of my old cubby hole. These gauges also allow my HP tuner software to data log their readings since they have a 0-5V output. It's nice for tuning.
Finally the exhaust
This is basically the last major thing to accomplish. It's still being fabbed but should be done this week. It would have been done eariler but I suck ***** as welding aluminum and there's a hell of a learning curve. Regardless, the headers are 1-7/8" primaries that have a 3.5" merge. From there I've necked down to 3". To start I'm just dumping near the axle to see how it sounds. I'll finish it out from there. All said and done this dual 3" will weight probably 10-15lbs...maybe.
To make room between the radiator and engine twin spal fans were used with a Mishimoto radiator (it was free, thanks bimmertech)
Oil System
On the LS I drilled holes in the lifter trays, about 3/8" to allow for better drain back under high rpms. Currently the car has a Mocal oil cooler left over from the VQ but I've added a 3qt oil accumulator. This Tees in near the exit of the cool cooler. I've also used both the Nissan and GM pressure sensors to retain readings on both systems. I'll see if I can get some pics of how I plumbed everything. Another project I re-did 4 times to get it all worked out. With all my additions and the Sikky pan it should hold as much as 13 qts of oil. So those changes will be hella spendy. I also plan on adding a Katech blueprinted pump once I build the block, but until then I'm counting on the OEM unit. I'll also run a priority main oiling system since I have a solid roller cam setup and it just doesn't require much oil.
The power steering now uses a KRC resevoir and the OEM Nissam PS cooler. I changed this layout probably 4 times but ended up not using the Sikky return line.
Fuel system
For this I did the standard walbro 255 pump with a return line kit. Aeromotive fuel rails and regulator were installed to feed the 42 lb/hr LS7 injectors. I have -6AN fuel lines which in hindsight are probably too small but the dyno will tell.
Intake
The induction is a simple K&N filter with a 45* bend into a 135* bend but it honestly fits like crap. I'm going to make an aluminum 3" radius bend that is mittered to clear everything. Of course it's all 4" tubing to fit the 90mm TB. I've also removed the MAF and installed an IAT sensor to run solely on speed density tuning. Sorry the only pic I have is from my phone.
Gauges and software
I decided I want to be able to monitor AFR and my oil temp so I made a aluminum mount plate that takes the place of my old cubby hole. These gauges also allow my HP tuner software to data log their readings since they have a 0-5V output. It's nice for tuning.
Finally the exhaust
This is basically the last major thing to accomplish. It's still being fabbed but should be done this week. It would have been done eariler but I suck ***** as welding aluminum and there's a hell of a learning curve. Regardless, the headers are 1-7/8" primaries that have a 3.5" merge. From there I've necked down to 3". To start I'm just dumping near the axle to see how it sounds. I'll finish it out from there. All said and done this dual 3" will weight probably 10-15lbs...maybe.
Last edited by QTB; 05-03-2012 at 07:48 AM.
Trending Topics
05-03-2012, 08:36 AM
#9
Registered User
Thread Starter
iTrader: (9)
Join Date: Sep 2006
Location: KC
Posts: 412
Likes: 0
Received 0 Likes
on
0 Posts
This was another moment of hindsight. I actually looked at the Fueled kit and liked it better to some degree but when I tried to talk to them about it I didn't really get the feedback I was looking for and after a few emails back and forth I was nervous from that experience the customer support wouldn't be good. Sikky, regardless of what you think of their products have always been 'johnny on the spot' when I had questions or concerns.
05-03-2012, 09:28 AM
#13
350Z-holic
iTrader: (16)
Join Date: Aug 2006
Location: Scottsdale/coyote drophouse
Posts: 8,239
Received 411 Likes
on
235 Posts
bah.. this- build- thread -sucks...
yeah right..
QUite obviously kidding..
awesome work man.. built like a real car.. great to see somone just up and machine out thier own parts.. again looks great.
yeah right..
QUite obviously kidding.. awesome work man.. built like a real car.. great to see somone just up and machine out thier own parts.. again looks great.
05-03-2012, 12:12 PM
#17
Registered User
Thread Starter
iTrader: (9)
Join Date: Sep 2006
Location: KC
Posts: 412
Likes: 0
Received 0 Likes
on
0 Posts
T56 Mag is my own doing and has nothing to do with the Vett engine.
05-03-2012, 12:39 PM
#19
Registered User
Thread Starter
iTrader: (9)
Join Date: Sep 2006
Location: KC
Posts: 412
Likes: 0
Received 0 Likes
on
0 Posts
There are 3 different belt lines (I think), Vett, GTO and Trucks all with different belt offsets. The Vett may very well sit the furthest away from the radiator, may be the only good thing about that config. Don't take that as fact though.
