1200+hp Caddy CTS-V

[gsd2000]

I know this isn't a monaro or VXR8 but the chassis is the same and the owners floats on this forum

Just wanted to say well done to Manny for building a 1200+hp street driven Caddy CTS-V

I'm sure Manny will be along to correct me but overall spec is

LSA block
416 stroker kit
Ported heads - don't know which brand
Cam
Ls3 intake manifold
2 x Precision 6266 turbos
Power over 1200hp @ 20psi of boost on e85, factory ecu with flex fuel sensor





I thought some people on the forum might be interested with his results

[ArnieVXR]

Good result - sounds so simple, doesn't it?

[gsd2000]

He ended up with over 1300hp at the flywheel

[stevieturbo]

It is fairly simple !

Let the turbos do the work. LSA block etc is a good platform as a base too.

[minime68]

gsd2000 said:

I know this isn't a monaro or VXR8 but the chassis is the same and the owners floats on this forum

Just wanted to say well done to Manny for building a 1200+hp street driven Caddy CTS-V

I'm sure Manny will be along to correct me but overall spec is

LSA block
416 stroker kit
Ported heads - don't know which brand
Cam
Ls3 intake manifold
2 x Precision 6266 turbos
Power over 1200hp @ 20psi of boost on e85, factory ecu with flex fuel sensor





I thought some people on the forum might be interested with his results

That's pretty much it Gurmeet. The heads are also LSA (ported). Forged Manley rotating assembly and the cam is my old blower cam 230 244, .592 .595 on a 118 LSA.

I think it would make close to or over 1K on pump. I normally run 16psi/20 degrees timing with the meth spraying for daily duty. Not sure if there was any HP left in the reading since the operator decided to dyno in 5th instead of 4th gear.

[stevieturbo]

minime68 said:

That's pretty much it Gurmeet. The heads are also LSA (ported). Forged Manley rotating assembly and the cam is my old blower cam 230 244, .592 .595 on a 118 LSA.

I think it would make close to or over 1K on pump. I normally run 16psi/20 degrees timing with the meth spraying for daily duty. Not sure if there was any HP left in the reading since the operator decided to dyno in 5th instead of 4th gear.

I'd guess it would depend on the dyno. I've seen people on the Gen5 forum suggest that using 5th instead of 4th can produce lower readings.

Although depending on the dyno and cars gearing, 5th may be needed to reduce the torque seen at the dyno itself. But a lot of dyno's dont like being spun to the speeds 5th gear may be capable of unless gearing is quite short.

[minime68]

stevieturbo said:

I'd guess it would depend on the dyno. I've seen people on the Gen5 forum suggest that using 5th instead of 4th can produce lower readings.

Although depending on the dyno and cars gearing, 5th may be needed to reduce the torque seen at the dyno itself. But a lot of dyno's dont like being spun to the speeds 5th gear may be capable of unless gearing is quite short.

I think it was more to protect the dyno. 4th is the 1:1 gear on the car. I was a bit confused because making a pull in 5th spun the rollers to 175 ish placing more stress on it.

[stevieturbo]

minime68 said:

I think it was more to protect the dyno. 4th is the 1:1 gear on the car. I was a bit confused because making a pull in 5th spun the rollers to 175 ish placing more stress on it.

Larger roller dynos will handle the speeds easier...as drum rpm will be less vs a small diameter roller.

One time about 8-9 years ago I was on a dynapack, it threw up all sorts of warnings and shutdown running it in 4th as it exceeded torque capacity of the units, so had to run it in 5th instead.
Given 5th is a bit of a weak link in a T56...not something I was keen on nevermind the dyno lol