The Decision

Ordering a GTR

Customs

Picking Up

The Shop
  -  Construction
  -  Interior

Specifications
  -  Engine Selection
  -  Transaxle Selection
  -  Body Options
  -  Interior Options

Getting Started
  -  Inventory

Construction
  -  Chassis AL Panels
  -  Suspension
  -  Brakes

The Engine Selection

This GTR is street-legal and will be driven two or three days per week.  It will also be used on road courses like the Reno-Fernley Raceway, Thunderhill, Laguna Seca, and Infineon.  Likely also is participation in motorsports events like The Silver State Classic.  The car will be used for multi-day road trips.  The chassis is designed to handle 1,000 horsepower.

The car should pass emissions testing for Washoe County, Nevada.  However, since I have an address in a county where testing is not required, it will be possible to register the car there should it be required.

Design Considerations

• Naturally aspirated
• Pump gas - 91 octane
• Descent road manners
• Respectable mileage
• High dependability
• No more than four pounds-per-horsepower
• Possibly solid-roller
• Definitely Accusump...likely dry-sump
  
• A carbureted SBC is almost out of the question...too much fiddling.
• A fuel-injected SBC is an option, but still old technology.
• A stroked LSx is possible, but wouldn't come with any type of warranty.
• A stock LS2 crate engine is a good solution, but power would be down.  The GTR is designed around the SBC, so some mods will be required.
• A crate LS7 is an option.  I was lucky enough to be first in line for one of these.  The LS7 is the engine for the 2006 ZO6 Corvette and puts out 505 FWHP and 470 Ft/Lbs of torque.  There are many unknowns with this crate engine at this point.  The GM crate engine part number for the LS7 does not include a wire harness or PCM (computer control).

An high-spec SBC wouldn't likely be much less than a built LS2 or LS7.  And, it would probably get lower mileage, which would offset any initial savings over time.  Unless using a new aluminum block, the SBC would be about 100 lbs. heavier.

Fuel injection is an absolute requirement.  It's easy to tune, dependable in operation, and provides better overall performance in the way of mileage, cold and hot weather starting, and a better fuel-air ratio over a wider operating range.  Also, there will be an in-car PC, so a couple of different tune configurations can be stored and downloaded to the engine management system on-the-fly.

How much horsepower can I handle?  How much can I get with the money I plan to spend?  The plan is to make close to 500 rear-wheel horsepower.  More than that may hinder the car's ability (my ability) to maintain consistency on a road course.  In a year or two, perhaps a rebuild with low-compression, forged pistons and a centrifugal supercharger will take me to the next level.  Of course, beyond that, there's always laughing gas!  The car weighs 2,100 lbs., so going beyond stage two may never be necessary.