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  • Blue Bullet Blog-The C6 Ownership Experience
  • Blue Bullet Blog-The C6 Ownership Experience
  • Blue Bullet Blog-The C6 Ownership Experience
  • Blue Bullet Blog-The C6 Ownership Experience

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  1. #376
    Blue Bullet Blog-The C6 Ownership Experience Tuna's Avatar
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    What's the latest on the blue-bullet?
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    The short answer is: the car's going back to Katech for a third visit, this time at their expense. The long answer is coming soon.

  3. #378
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    Quote Originally Posted by Hib Halverson View Post
    The short answer is: the car's going back to Katech for a third visit, this time at their expense. The long answer is coming soon.
    Are you planning to buy a C8?
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  4. #379
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    No. In fact, we just took delivery of a C7 ZR-1. After studying the C8 issue, I decided that, for what we like to do with Corvettes–long road trips–the ME car would not make much sense as the rumor is that it has less room for luggage. I was able to find a dealer who'd sell one to us at sticker so we took a Museum Delivery on the Last Great Front Engine Corvette.
    Last edited by Hib Halverson; 04-24-19 at 02:52 PM.

  5. #380
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    By the time I had 3000 miles on the engine since the rebuild, it was obvious to me, via careful checking of oil levels using the required "LS7 procedure" (run engine until oil temp is at lest 150°F, shut the engine off, wait exactly five-minutes then check the oil) starting as soon as I left Katech with the rebuilt engine, that the engine's oil consumption was, once again, in my opinion, too high.

    Katech asked me to observe the oil use checking procedure GM dealers use when dealing with a customer complaint of high oil consumption. One facet of that procedure is there must be at least 4000 miles on a "new" engine before a dealer can conduct an oil use test. Katech and I agreed that I'd continue to monitor oil use until the 5000 mile mark. Actually, I went to over 5000 miles. Oil use worsened after the first 3000 miles and continued to gradually increase until I ended the test at 5358-miles after the rebuild. I should add that in my opinion, for the near $20,000.00 one pays for a Katech engine which is broken in on an engine dyno, from "day one", its oil use in a normal street duty cycle should stabilize at a reasonable rate and do so sooner than 4000 miles.

    In reality, since it was rebuilt, in 5358 miles, my Street Attack LS7 has used 7.4995-qts for an average of 714 miles per quart. In the last 764 miles of this test, it used 2 ⅛-qts or 359.5 miles per qt.

    When I picked up the car after the rebuild at Katech at the end of October 2018, I promised Katech President, Steve Spurr, that I would not make any changes in calibration for the first 4000 miles. Once the rebuilt engine reached 4000 miles, I began working on idle quality, again. You have to understand that when it comes to tuning, I'm much more into idle and part-throttle drivability that are most DIY "tuners". I started with the calibration Katech put in the ECM after the rebuild, which, I might add, was better idle-wise than was the first Katech cal. The only tables I changed were idle spark advance, tables controlling adaptive spark and adaptive throttle opening, along with re-enabling DFCO. The result was a relatively smooth, 700-rpm idle...not as smooth as a stock LS7, but considering the Torquer 116 cam has a bit more overlap and 5.5° less lobe separation, the idle is pretty nice.

    Other than that, I've made no changes to Katech calibration. I did install my wideband O2 sensor and ran some on-road acceleration tests (uphill, third gear, 1500-7000 rpm) which seem to indicate the engine is rich at wide-open throttle but, if that's the way Katech wants it's Street Attack LS7s calibrated, it is what it is.

    While it is true that, technically, I've voided Katech's warranty, again, I'm confident that there is no freakin' way that modestly changing the tables for idle spark and adaptive idle functions would cause oil consumption to skyrocket. I defy anyone who feels otherwise to prove that it will.

    I've had some PMs from other ZO6ers on the Corvette Forum about pistons which suggest maybe the type of piston, ie: Mahle forged in combination with the required piston-to-bore clearance is causing the problem. GM is using a forged Mahle piston in the ’19 ZR-1's LT5. Over 2000 ZR-1s are on the road at this point. My guess is, of the first 1500 or so, there are enough cars with 4000 or more miles on the engines that if the LT5 had an oil consumption problem because of its pistons in normal street use, we'd have known about it by now. Also, GMs Performance and Racing Center builds 5.5L V8s for Corvette Racing. The cylinder case in the 5.5 is an LS7 block and GM uses a forged piston. At LeMans in 2018, those engines used half a quart of oil in the 3000 race miles run over 24-hours in that race.

    My belief is that, this time, the problem with high oil use is related to rings, ring end gap, oil drain back holes or cylinder wall preparation, but that’s just speculation on my part based on some conversations I’ve had with a friend of mine who owns an aftermarket piston company.

    I just bought a Snap-On borescope and plan using this this coming weekend to see if I can get a good look at the cylinder walls.

    My belief is that getting reasonable oil consumption from a Katech Street Attack LS7 is not "rocket science". Lastly, my definition of "reasonable" is half or better of the oil use a stock LS7 exhibits. When it was stock, my LS7 used a quart of oil every 8000-10,000 miles of "normal" driving, so my hope would be that a Katech Street Attack LS7 could exhibit oil consumption of 4000-5000-miles per quart in a "normal driving" duty cycle.

    Katech is aware that the rebuild’s oil use is just about as bad as that of the original build. This time, Katech has agreed to pay to ship the car back to them, again, and further, has agreed to cover the cost of a second rebuild. There is a thread on the CF about all of this which has more detail.

  6. #381
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    That's way too much oil, just change the filter and your good to go. Normally cat's don't go bad from oil contamination, but in this case with that much oil I would be concerned.

    I wonder if the ME C8 was designed to hold 2 golf bags?
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  7. #382
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    Yesterday morning, Pilot transport picked-up the "Blue Bullet" and will take it to their yard in Brighton MI by way of Arizona and Indiana, two stops the driver must make to pick-up other vehicles.


    Pilot Transport's, Ann Ruble, first put paper floor mats in the car then covered the seat with plastic.


    Pilot Transport driver, Phil Ruble, loading the Blue Bullet for it's third trip to Katech.

    I should add that, this is the second time I've worked with Pilot Transport.This time my driver was Phil Ruble who has his Wife, Ann, along with him to assist in loading cars and doing clerical work. Pilot Transport personnel have done an excellent job for me in getting this car back to Katech, twice, now. Pilot also has some of the best rates for closed trailer transportation of collector and special interest vehicles. Anyone needing to have a car shipped should consider Pilot Transport.

    Phil Ruble told me the car will arrive at Pilot's yard in Brighton a week from today. Once it arrives, Katech's people will pick the car up and take it to their facility on Clinton Township.

    Hopefully, after a few months and a third rebuild, my Street Attack LS7's days of oil ingestion will be over.

    10NOV2019 Update

    Well...it was more like about six months. According to Katech, the problem with my engine's oil control was caused by the failure of the piston and ring supplier, Mahle, to validate its top ring and bore finish combination for use with production LS7 bore liners.

    The trouble stemmed from the 1-mm/1-mm/2-mm ring combination Mahle supplies with its LS7 forged pistons, which were used in the first and second rebuilds, and its bore finish recommendation for use with that ring set. The top ring is a made of SAE-9254 steel and its face is coated with Mahle's "HV385" using the High-Velocity Oxygen Fuel (HVOF) thermal spray coating process which deposits molten or semi-molten materials at high speed on substrates. Keep in mind that the LS7 production ring package was 1.2-mm/1.2-mm/2-mm with a moly-filled steel top ring and a ductile-iron Napier-faced second ring. When Mahle went to a 1-mm ring, making a moly-filled ring face on a ring that narrow was impossible, so it developed the HV385 coating.

    After the second rebuild and just like with the first, the HV385 coating failed with microscopic particles of the coating mixing with engine oil to make a highly-abrasive abrasive slurry which wore the bore surface of the liners to a mirror finish. All this had a bad ending with oil consumption of about 250-miles-per-quart making my LS7 "almost-a-diesel" in the amount of oil it burned.

    Katech bears some responsibility for this chain of events because when it switched to the Mahle piston and ring combination from what it originally developed for Street Attack LS7s, it did not test the combination in a street high-performance duty-cycle, but rather accepted Mahle's "promise" that the HV385 coated steel ring would work with the rather soft LS7 liners and Mahle's bore finish specification.

    Katech stuck with the Mahle piston/ring package for a while, but the lengthy engine dyno testing program it undertook after two successive ring/bore failures in my engine revealed that the Mahle parts were not capable of producing acceptable oil consumption in a street high-performance LS7. I should add that Katech used up an LS7 block in this test program, so my engine is on its fourth LS7 cylinder case. In my discussion with Kevin Pranger, Katech's top "engine guy", he told me that Katech's testing proved that the rather soft material of the production LS7 bore liners used in Street Attack engines is not compatible with Mahle's HV385-coated top ring.

    Katech's next step was to go back to Mahle with their findings. The relationship with Mahle in this situation became strained. Katech use of Mahle Pistons and Rings in its LS7 builds ended when Mahle admitted that it had never validated its forged pistons with the 1-mm HV385-coated steel top ring in an LS7 engine. When Katech inquired further, it learned that Mahle based its recommendation of the HV385-coated ring in LS7 bores on the fact that it had worked in 4.000 to 4.125-in bore applications from other manufacturers for which Mahle sells pistons and rings, but never actually tested the coated steel ring in any LS7.

    It is unconscionable that Mahle would sell a piston and ring combination to LS7 customers which was never validated in that engine.

    So...what solution did Katech develop for the oil control problem created by Mahle's poorly-developed products?

    It's going back to a proven .043-in/1.5-mm/3-mm ring set-up which consists of a moly-filled, ductile iron top ring, a napier-faced iron second ring and a three-piece oil ring. The piston is a 4032 aluminum forging made by Diamond Racing, a long-time manufacturer of forged racing pistons.

    With my engine back on Katech's engine dyno, several test sessions were conducted with good results. No symptoms of oil consumption, such as "wet" piston tops or abnormal blow-by numbers, were present.

    The engine went back in the car near the end of last month. they had driven the car about 200 of the 2000 mile durability test to which it and I agreed. Unfortunately, with Winter setting in back in Michigan, it's going to take longer to accumulate those 2000 miles because, when I shipped the car to Katech last May, I left the Pilot Sport Cup 2s I normally run on that car and those tires are not good at all in cold weather and are downright treacherous in any snow or significant rain. My car has been at Katech for a number of months but, thankfully, that is not the "record". Katech had a customer who had them put a supercharged Dodge Viper V10 and an automatic trans in a Challenger. It was a project which took almost two years to complete.

    I was in Detroit on a business trip unrelated to my engine in the first week of November and visited Katech. They told me they understood the problem with Mahle rings and had a solution, it is contacting past customers with Street Attack LS7s which were built with the same piston/ring package as my engine and will offer them a no charge repair. Katech told me they know of three builds and one customer who simply purchased pistons and rings to do his/her own engine. To date they've made contact with two of those folks.

    Going forward, I will never consider a Mahle piston/ring combination for any engine I build myself or have built for me. In fact, I will never buy any Mahle aftermarket product ever again. I advise anyone doing an LS7 build with cylinder case having production liners to not consider Mahle forged pistons or Mahle piston rings.
    Last edited by Hib Halverson; 03-30-20 at 05:05 PM.
    Hib Halverson

  8. #383
    New Member Pacha's Avatar
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    Hay Hib, It appears your thread on the other site has been locked, at least I can't get to it. What's the latest on the Katech build of your LS7?
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  9. #384
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    Quote Originally Posted by Pacha View Post
    Hay Hib, It appears your thread on the other site has been locked, at least I can't get to it. What's the latest on the Katech build of your LS7?
    The Corvette Forum locked that long-standing thread about my Katech engine "adventure" then temporarily took it off-line. This was done to allow CF moderators time to review the 600+ posts for rules violations. I kinda had a hunch this was coming after I PM'ed with the moderator of the C6 ZR1/Z06 forum about two weeks ago. I PM'ed with him again and he said that Katech's status as a Corvette Forum "Premium Supporting Vendor" was not a factor in the CF's decision to review the thread but he did say, after the thread was closed Katech did request some action. The entire thread was reviewed and posts that violate CF rules were deleted. The thread will remain closed and has been moved to the "Transactions Dispute" forum on the CF.

    Obviously, I'm disappointed that the CF took that action but will admit that the thread itself and some of the posts in it had reached a point where CF rules were being at least "bent" if not violated.

    Fortunately, here on the CAC there are not quite as many rules covering discussions of disagreements such as that between Katech and myself.I'm working on a longer article which will bring the Blue Bullet Blog up to date on the Katech Street Attack LS7 oil consumption story but it will be a while before I post that.

    For now, I want to cover how the engine in the Blue Bullet performs after spending 35,000 bucks and nearly two and a half years of my life trying to get Katech to produce a truly steerable "Street Attack LS7." First, let's look at some of Katech's engine dynamometer data. The SAE-corrected data for Rebuild1 and Rebuild2 are shown below.

    767-65-jpg

    As you can see, there was inconsistency between the two engines' performance above 5100-RPM. By 6600-RPM the variation was greater than 25-hp. The only significant difference between the two engines was that, during Rebuild1, Katech installed their "Red" oil pump which has a scavenge pump capable of 30% more oil flow and an oil feed pump capable of 20% higher pressure. I remember back in Winter 2017/2018 when I drove the car back to California wondering why I had 90-100-psi oil pressure. Katech's own product information states, "This pump is designed for engines with higher oil flow demands such as looser bearing clearances, aftermarket lifters, piston squirters or oil-fed turbos/superchargers. Otherwise, the blue pump is recommended." My engine had none of those requirements and I never specified an oil pump with higher. I've often wondered who decided my Street Attack LS7 needed that. For Rebuild2, I specified Katech's "Blue" pump which has more scavenge flow but doesn't generate higher pressure. Can I say conclusively that the Red pump took 25 more horsepower to drive? No, I can't, however, the difference in oil pumps was the only variation between the two engine builds and the higher an oil pump's pressure output, the more power it takes to drive the pump.

    So where is the engine dyno data for the third rebuild? I asked Katech about that and was told it had run Rebuild3 on the engine dyno but the test data was suspect because, when the engine was being prepared for testing, the wrong dyno headers were installed and that detrimentally affected the power and torque output. By the time the mistake was discovered, the engine had been removed from the dyno cell. How in the heck does a company which charges 20,000 bucks for an engine rebuild stay in business making mistakes like that?

    Surprisingly for a company in the business of building "tuner cars" costing five figures, Katech does not have a chassis dynamometer. It relies on outside vendors for its chassis dyno testing and, after every one of the three rebuilds, the car was run on a DynoJet. It is unknown if Katech used the same dyno shop each time. The results before and after Rebuild1 are shown below. The chassis dyno session on 20NOV2017, showed the car was pretty potent with 545–almost 546-hp at the tire at 6250-RPM, SAE-corrected.

    767-66-jpg
    Eleven months later, during chassis dyno testing after Rebuild2 on 26OCT2018, the Blue Bullet made 537.64 at the tire at 6750-RPM, SAE-corrected. That second rebuild was strange to me in that it produced the highest power and torque numbers on the engine dyno, but in the car, it produced the lowest power and torque at the rear wheels. Go figure.

    767-67-jpg

    Another 13 months went by and, on the DynoJet after Rebuild3 on 20NOV2019, the car made 540 at the rear wheels at 6750-RPM, SAE-corrected.

    767-68-jpg

    And then, a week ago, I ran the car on the Mustang chassis dyno at Full Throttle Kustomz in Fillmore CA. The car performed well with a best of 546.8-hp@6545-RPM and an average of 534.65-hp@6659-RPM at the rear wheels. Figuring about 10% for parasitic loss, that's a best of 608-hp at the flywheel and an average of 594-hp at the flywheel. All of FTK's chassis dyno numbers are SAE-corrected. Peak torque at the rear wheels bested at 510.5 lb/ft@5276-RPM and averaged 492-lb/ft@5264-RPM. The torque curve is above 400-lb/ft at the tire from 3700-RPM to 6800-RPM, which makes the car a ball to drive, that's for sure.

    767-70-jpg

    So...Katech's DynoJet and FTK's Mustang numbers were fairly close and, from that data it's obvious that Katech can build strong running LS7s. Six hundred horsepower is pretty impressive, especially with stock exhaust manifolds and cats. Sadly, it took Katech three rebuilds to produce one of its "Street Attack LS7s" that didn't burn oil voraciously.

    There were two reasons for running the car on the Mustang dyno at FTK.
    1) To verify Katech's chassis dyno data.
    2) To get a baseline on FTK's Mustang dyno with which to compare with a future dyno session after two additional modifications I'm gong to do to the car.

    767-71-jpg
    FTK's Ray McLellan, accomplished car builder and tuner with the Blue Bullet on his Mustang chassis dyno.

    The first of those modifications is a reinstallation of my Zip Products "Mamba" Air Intake System which should provide a modest decrease in intake restriction. The second change is a pair of modified C6 Z06 mufflers. At one time, there was a Corvette Forum DIYer who modified stock C6 mufflers. In short, he would cut open a Z06/ZR1 muffler, replace the factory 2.5" perforated snake bend with 3" piping, then weld the muffler closed. After that, he eliminated any restriction at the muffler inlet, replaced the stock 60-mm bypass valves with larger, 76-mm valves and installed four-inch outlets. What I like about these mufflers is they look stock and they retain the OE exhaust bypass system.

    767-72-jpg
    A stock C6 Z06 muffler undergoing modification.

    767-73-jpg
    Stock 60-mm by-pass valve vs. aftermarket 76-mm valve.

    I have a set of these modified mufflers I bought on-line which I'm going to try. Rather than repainting them, I took them to Xtreme Performance Heat Coatings in Oxnard CA and had them coated with a thermal barrier. Once I get the mufflers installed, I'll go back to FTK and run on their dyno again, but it may be a while before that happens because I'll have to wait until California's COZID-19 "stay-at-home" order is lifted.
    Last edited by Hib Halverson; 03-30-20 at 05:11 PM. Reason: Revised and added content
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  10. #385
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    The thread on the CF about my car has been put back on-line, however, it has been heavily revised. A lot of the posts by interested parties have been deleted.

    I am working on a reply to
    Katech's final comments at the end of that thread which were posted just before the thread was locked but before I had an opportunity to reply.
    Hib Halverson

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    Mine was one of the posts that was deleted.........America???

    Anyways I just checked and the thread is still close as far as I can determine.

    DH

  12. #387
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    Quote Originally Posted by Dirty Howie View Post
    Mine was one of the posts that was deleted.........America???

    Anyways I just checked and the thread is still close as far as I can determine.

    DH
    My understanding is that thread on the CF is closed for good.
    Hib Halverson

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    Hay Hib, Did CF give any reasons why the thread was closed after all the edits by them and the move to a different forum?
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    Quote Originally Posted by Hib Halverson View Post
    My understanding is that thread on the CF is closed for good.
    Katech had an opportunity to end that thread on a high note and reap untold praise and adulation from the Corvette community. Instead they attempted and failed miserably to blame Hib for their incompetence and cry about how much money they lost on the deal. I am still shocked by the poor business decisions made regarding public relations and reputation preservation that came out of the management of that company.

    (Hope I don't get this thread closed too Hib!!)

    DH
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    My adventure with the Katech "Street Attack LS7" in my Carlisle Blue 2012 Z06 began in late spring of 2017. The "Blue Bullet" had a little over 40,000 miles on it and I wanted a 600-hp engine. I had long been familiar with Katech though my work as an automotive writer covering Corvette and greatly respected the company as one of the top Chevrolet high-performance and racing engine development firms, so on 8AUG2017 I mailed Katech a $12,000 deposit on a complete car project which would include an engine rebuild ("Rebuild1") along with installation of a number of Katech carbon-fiber body modifications. This would eventually cost me $25,268.25.

    I flew to Michigan in early December of '17, picked up the car and drove it back to California. Even before I made it home to Goleta CA, I was concerned about how much oil the engine was using but, at the time, decided the oil use being more than expected was a related to engine break-in. I was more concerned about the engine's poor idle quality and low-speed drivability. Initially, Katech was willing to help me with that problem by sending me revised calibrations to flash into the ECM but within a couple of weeks, Katech told me they would no longer help me with calibration issues. It was at that point, I started calibrating myself.

    By mid January, five weeks later, it was obvious the engine had some kind of problem with oil consumption. Not only was the engine's oil use increasing but when I drove the engine hard is spewed oil smoke like crazy. On 14JAN I shot video of the problem. I don't own a Go Pro but I did have a big suction cup and a Nikon Coolpix which also could shoot video. I mounted it on the rear deck and recorded several acceleration runs in second and third gears. I sent Jason Harding, then Katech's Director of Aftermarket Operations the footage and, also, put it up on Youtube. If you want to view it, click here

    Rebuild1 lasted about seven months. By late spring of 2018, the engine was consuming a voracious amount of engine oil. On 12MAY2018 shipped the car back to Katech for "Rebuild2" after it had been driven 4989 miles and used 13 quarts of oil. In that near-5000 mile run, oil consumption deteriorated from about 2000 miles per quart to between 100 and 200-mi/qt. The car has only been driven on the street and never been tracked.

    Katech spent a couple months testing, disassembling and examining the engine. In early July they sent me a report the executive summary of which claimed that the engine's crazy appetite for oil was caused by a loss of oil control due to excessive wear of the piston rings and excessive wear–to a near mirror finish–of the cylinder bores. The report placed all the blame for the failure on me because of calibration changes I made–which voided Katech's warranty–and my choice of air filter elements used in the Zip Products "Mamba" air intake system which had been on the car at the time the engine was first rebuilt.

    Based on my not having violated the warranty until after the engine's high oil consumption became obvious, I pleaded with Katech to split the cost of a second rebuild but they refused, so I wrote Katech another check, this time for $19,375.10 to rebuild the engine a second time.

    On 30OCT2018, again, I flew to Michigan, picked up the car at Katech then drove it back to California only to have the same oil consumption problem, again and in almost the same way. Only this time, the engine didn't even last five months before its oil consumption became horrendous, dropping below 200 miles per quart. Well...this got Katech's attention. Once again, on 30APR2019 the car was shipped back to Clinton Township Michigan for another visit to Katech for "Rebuild3". This time Katech paid for the shipping to their shop as well as the cost of the rebuild.

    For Rebuild3, the Blue Bullet was in Katech's "car shop" for an extended period...nine months. One reason for the extended stay was Katech embarked upon a comprehensive investigation into why the Street Attack LS7 in my car failed twice in almost the same manner. The outcome of that investigation is discussed in post #382 above. As Rebuild3 neared completion, Katech contacted me and asked if they could keep the car for another month or so which would allow them to drive it about 2000 street miles as a way to validate their solution to the oil use problem. I agreed.

    After considering:
    1) Two engine failures with the same characteristics.
    2) After the first rebuild, the engine had an obvious oil use problem before I made calibration changes other than the cal files supplied by Katech.
    3) what calibration changes I had made after the first rebuild were unlikely to have caused that failure
    4) In its investigation after the second failure, Katech determined the loss of oil control due to top ring wear and bore wear caused by the Mahle HV385-coated rings.

    I decided to put some gentle pressure on Katech to refund the money I paid for Rebuild2. I began by mailing Katech President, Steve Spurr, a letter on 3JAN2020 and following that with a second letter via email. If you want to read them, they're attached.

    Katech010320.pdf

    Katech011520.pdf

    About the same time I, also, decided that, in lieu of Katech paying to ship the car back to California, I'd go to Michigan once more and drive the car back to California. With their 2000-mile test that would make for about 5000 miles of street high-performance driving typical of how a Corvetter would drive a street/track engine such as the Katech "Street Attack LS7". I asked that, Katech cover my expenses related to the trip back to CA and it agreed.

    On 1 February, I caught a Southwest flight to Detroit Metro, spent a couple days doing some business for Corvette Magazine then picked up the car at Katech on the fourth. When I visited Katech, I also met with Katech President, Steve Spurr. We discussed where our relationship would go now that the oil use problem was solved. After that, Spurr revealed that he, Katech's owners and the company's legal counsel were considering suing Mahle. Finally, we discussed my refund request but Steve said, at that time, Katech's owners had not made a decision on that. Bright and early on 5FEB, I headed for Cincinnati where I'd do a shop tour of Weapon-X Motorsports following morning. After that, it was six-day trip back home.

    After a 5100 mile road test, the good news was that with Diamond Racing pistons and Total Seal rings in the engine, oil consumption, about a quart of oil every 5000 miles, was
    far better than that after the first two rebuilds which used the Mahle rings. The bad news? It was at this point when my relationship with Katech became a little more strained. I sent them this email on the 22nd of Feb.


    Steve-

    Leading up to our conference call next week and recalling our meeting at Katech back on the 4th....


    I've decided I'm no longer interested in one of the three options we discussed–full warranty on rebuild3 with a new, stock LS7 replacement if there is further trouble.

    Here's my three-point proposal....

    1) Katech can void the warranty on rebuild3.
    2) I'd like a full refund on rebuild2, as discussed in my letter of 3JAN2020
    3) I'm ready to take an active role in any lawsuit Katech decides to file against Mahle, however, I cannot take part in funding that litigation and, if Katech is successful in obtaining a civil judgement against Mahle, any expenses I incur in being part of litigation must be reimbursed.

    My car is running great. Last week, I put PS Cup 2 tires back on it and, even with those sticky tires, it will easily spin the tires in first and second gears. Oil consumption is way better. A little cal work and I have the surging high idle problem solved.

    I'm looking forward to our conference this coming Wednesday.

    Regards,

    Hib Halverson
    General Manager
    Shark Communications

    Four days later, I had Katech's reply.

    Hib,

    Per our conversation we'd like to get some agreement on the points we spoke about:

    1) Agree with you on the below point about voiding the warranty on Build 3.
    2) We would like to offer you a $10,000 refund (approx. half of your requested amount).

    • In exchange for this we would like you to publish a supportive article of Katech (on the corvette forum) detailing how we went over and above to solve this problem, detailing the problem's root cause, not in the craftsmanship of Katech (not an admission of responsibility). You are 100% correct, that in the end your tuning had very little if anything to do with the ring failure. However it sent us down a path of problem solving unrelated to the true root cause; which costs time and money.
    • We would also like you to sign a non-disparagement agreement against Katech, it's owners & officers. You can absolutely review this and I can get some standard language over to you so you can review/approve.

    3) We feel going after Mahle will be a fruitless effort. Your support would mean a great deal, so thank you for your support. In the end the only winners will be the lawyers.

    If we agree on the above 3 points I can get a formal document over to you.

    Looking forward to your consideration and response.

    Thank you Hib,
    Steven Spurr
    Katech - President
    Office (586) 791-4120 x203
    Cell (734) 732-6613
    24324 Sorrentino Court, Clinton Twp. MI 48035 USA
    More to come...
    Last edited by Hib Halverson; 03-31-20 at 12:43 PM.
    Hib Halverson
    Thanks wjnjr thanked for this post
    Likes wjnjr liked this post

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