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HotRod knows ChrFab


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HotRod has a nice article from/with chrfab.com here: http://www.hotrod.com/techarticles/engine/...orth/index.html

Want to mod your northstar? May not fit under the hood and won't work with the stock computer, but it'll go. As Alan once told me, not sure he even wants street car customers to call, as most of his hardware won't work back in street Cadillacs. His principle market is sand cars, and street rods.

MVC-501E.JPG

Step 1: 375hp--According to Johnson, rudimentary changes provide the best bang for the buck and elevate the stock output of 300 hp at 6,500 rpm to 375 hp at the same rpm level. Cam specs are 272-degree duration and 0.396-inch lift (at 0.050) with centerlines of 112 (exhaust) and 104 (intake) degrees. Tubular steel headers measure 32 inches from the valve to the 2.5-inch collectors. The effect of these modifications is best realized with the Holley Commander 950 computer.

Step 2: 410hp--The above changes with additional cam timing (280-degree duration, 0.414-inch lift) and a compression ratio of 11.0:1 (stock is 10.2:1).

Step 3: 525hp--Addition of a 177ci Weiand supercharger, 10.2:1 forged pistons, and a 5-psi pulley to the above engine changes. Induction is a 900-cfm Holley throttle body with 85-lb/hr port injectors. (This is the combo in AJ's own Deuce.)

Step 4: 565hp--An 8-psi blower pulley added to Step 3.

Step 5: 600hp--Weiand 256ci supercharger with positive manifold pressure raised to 12 psi. The fuel source is twin 700-cfm Holley throttle bodies with 65-lb/hr port injectors.

Step 6: 800hp--Whipple B300 supercharger at 20 psi with port fuel injection on the CHRF single-plane intake manifold. As the Roots-type supercharger becomes inefficient (producing too much heat) beyond the 20-psi threshold, the next segment hinges on twin turbochargers and an intercooler to sharply reduce the temperature of the intake charge. These engines produce from 450 to 2,000 hp, depending on internal modifications and the size of the turbochargers.

um, if you have to ask the price, never mind.

Stage 3

Northstar Power

RPM LB-FT BHP

4,500 370 317

5,000 371 353

5,500 378 396

6,000 367 420

6,500 354 438

7,000 353 471

7,500 353 507

7,700 357 523

Bruce

2016 Cadillac ATS-V gray/black

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Stage 3

Northstar Power

RPM LB-FT BHP

4,500 370 317

5,000 371 353

5,500 378 396

6,000 367 420

6,500 354 438

7,000 353 471

7,500 353 507

7,700 357 523

Wow -- that's awesome. None of the stages below list internal changes with the exception of the very last one. I wonder if they're doing stages 1 through 5 on stock internals. That's amazing. Really lessens the anxiety of marching this thing to a relatively low 6000 rpm redline. :)

Jason(2001 STS, White Diamond)

"When you turn your car on...does it return the favor?"

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So that's the deal with all the Northstar hotrods!! I'm impressed, too bad though, that much can't be done for the stock caddy, that is, without cutting a hole in the hood...

Maybe it wouldn't look so bad with a hole in the hood?

--Flyer

'99 'Vert 'Vette 45k

'97 SLS 55k

Deceased: <'68 Mustang 200+k>, <'86 GMC S-10 180+k>, <'86 VW GTI 180+k>, <'86 Seville 195+k>, <'93 Seville 175+k>

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Jadcock,

Step #2 indicates higher compression, which could be done in the heads, but likely might use different pistons...

--Flyer

'99 'Vert 'Vette 45k

'97 SLS 55k

Deceased: <'68 Mustang 200+k>, <'86 GMC S-10 180+k>, <'86 VW GTI 180+k>, <'86 Seville 195+k>, <'93 Seville 175+k>

user posted image

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Step #2 indicates higher compression, which could be done in the heads, but likely might use different pistons...

I didn't see that -- thanks for the clarification. I was talking more about the rods and the crank. I think Guru mentioned the steel cranks for 2004 -- that they were stronger than the older ones. I was wondering if they were making all this horsepower and torque on the OEM cast iron cranks.

Jason(2001 STS, White Diamond)

"When you turn your car on...does it return the favor?"

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