Is there a market for boosted application?

[BigJohn]

Someone has to machine the turbo or there would not be any.
Engineered for whatever application, wastegates are part of the tuning.
Intercoolers to cool compressed air and oil coolers to cool the oil to turbo bearing.
Plus your just plumbing.

[diamond zr1]

common stuff/if you can get turbos on a chevy cruz or a volkswagon,why not corvette/my 91 t turbo callaway is old//my t turbo c6 is 1000 hp/ thinking of throwing the blower away on my new Z06 and putting on turbos//trucks have been running turbos since before 1960//Coreys turbo system on c4s is in the rear like the sts systems

[BigJohn]

Originally Posted by diamond zr1

common stuff/if you can get turbos on a chevy cruz or a volkswagon,why not corvette/my 91 t turbo callaway is old//my t turbo c6 is 1000 hp/ thinking of throwing the blower away on my new Z06 and putting on turbos//trucks have been running turbos since before 1960//Coreys turbo system on c4s is in the rear like the sts systems

All my Diesels had turbos; Catapillar, Cummings and Duramax!

[BigJohn]

https://www.amazon.com/Turbocharging..._1488149251646

[youngrm]

Corey has the rear TT system with the designer/creator and mine:
Low compression 368ish, fab intake- replace plenum, head gaskets, cams
From prior build, off the shelf turbos in the engine bay, adjustable boost etc

Edit: clarification- Corey Henderson has two different turbo systems he's working on.
I'm not in anyway associated with the rear mount system.

[rkreigh]

Originally Posted by diamond zr1

stock zr1s run too much compression for much boost/new motors with more sensors and direct injection allow higher compressions but not in the 12 plus range/while the low end or lt5 motors would probably handle boost,top end not so much

The stock compression limits boost on pump gas, but with E85 a whole new avenue opens up and with twin injectors and pumps, upgrading the stock ZR-1 fuel system is pretty easy to keep up with the demand (a pair of bosch 480 LPH pumps will do nicely).

The other limiting factor, like the LS motors, is the 4 bolt head and hyper pistons. The pistons and rods are pretty strong and SGC (Wayne's car) ran 5-7 psi on good pump gas with the factory short block at 11-1 and the car did quite nicely. Now enter a "flex fuel" solution which is very easy with GM and aftermarket computers and we have a nice starting point even with the factory short block.

The "tight fit" on the LT5 makes front mount turbos an exercise in fitment and frustration, but clearly the TT ZR-1s have been done by a number of companies so this is not unfeasible.

Now with the modern computer systems and upgraded liners (more to come!!) with improved deck sealing, the turbo LT5 is very feasible (hey, look at the ones GM did at 750 hp in the CERV cars!!).

While the LT5 is not an ideal starting point from a cost and support standpoint, once you have driven a TT ZR-1 NOTHING else will do. After I rode around in a few of these, I can tell you it ruined me for even the LSV. The torq is seamless, and once those snails spool (albeit QUICKLY) the thrust of a TT ZR-1 is a thing of joy.

Glad to see Corey and Ron still working this, it's a very worthy project and I'll bet the results will beyond spectacular!!

Dig up all my old posts on TT ZR-1s and you'll see quite a bit of tech and info I've posted over the years about my "bucket list" dream of owning a TT
ZR-1.

Let me know if you would like to explore this more, I can help.

[Tripler]

Read #19 of Heart Of the Beast Newsletter about the Lingenfelter TT ZR-1's