We often think of fast Corvettes as a strictly American obsession, but there are parts of the world where they are just as sought after as here. One of those bastions of automotive good taste is the Middle East. Yep, in countries like Saudi Arabia and Dubai you’re as likely to see a worked over Corvette as you are to see some European supercar. Why? For the same reason as here, you can go a lot faster for a lot less cash and look good while doing it.
Mohammed ALFahhad lives in Saudi Arabia where sub-thousand-horsepower cars aren’t given a second glance and where they take their racing very seriously. ALFahhad wanted something “stupid fast” so he hit up Tom Izzo at Speed Inc. in Schaumburg, Illinois. What they came up with was a 2007 Corvette Z06 built by Jim Moran. The twin-turbo Vette made a solid 1,000 rwhp, but ALFahhad wanted more. As Izzo told us, “It had to be built to retain all the creature comforts the car originally had. It gets hot there, so no mini radiator could be used like is common on many twin-turbo builds. In fact, we used an oversized DeWitts unit to keep both the engine and ALFahhad cool.”
This Corvette is all about raw power, so most of the attention was paid to the custom-fabricated turbo system. Though they churn out all kinds of LS-powered rides, Speed Inc. has become known for its 700- to 2,500-horsepower turbo packages. The crew started by fabricating one of its tubular K-members for added clearance, which was specially needed for the air filters. Unlike most parts of the States, you can’t get away with running open turbos in the desert. This was certainly a no-compromises approach. Speed Inc. uses ported iron manifolds to mount the turbos low on each side of the block. For this particular build, a set of Precision 67/66 ball bearing turbochargers were chosen. Speed Inc. works with DKT Performance to source the turbos and related components, which are most known for upgrades to the old APS C6 turbo kits. It should come as no surprise, then, that two APS blow-off valves were used to prevent surging when the throttle blade slams shut. Unlike the old APS kits, though, Speed Inc. went with a more traditional wastegate setup using two units from TiAL that would not limit the headroom. To hang all of this hardware, Speed Inc. fabricated the hot-side out of stainless steel, including 3-inch downpipes. The cold-side is welded together with aluminum tubing, 4-inch inlets to the turbos and 2.5-inch outlets leading to a 4-inch core air-to-air intercooler from DKT mounted up front. Once the fabrication was complete, Speed Inc. wired up a street-friendly Turbosmart boost controller to control 23 psi of boost pressure. That’s not a typo.
Contrary to what some Internet warriors may think, reliably making 1,000+ horsepower—especially for long stretches of sustained speed in the desert—requires a serious bullet. The starting point was a new Chevrolet Performance LSX block. A 4-inch-stroke Callies Magnum XL forged crank with matching 6.125-inch I-beam rods were added along with a set of custom CP forged pistons by Texas Speed and Performance (TSP). To nail down the targeted 10:1 compression ratio, TSP paired up the stout short-block with a set of Mast Motorsports CNC-ported 305cc LS7 cylinder heads filled with titanium intake and Inconel exhaust valves. For a valvetrain, TSP started out with a Speed Inc. TU2 hydraulic roller cam with duration (at 0.050) of 236/236 degrees and modest lift numbers of 0.578 inches along with a 112 LSA. The lightweight stock GM LS7 rockers were upgraded with aftermarket trunnions for durability. Not wanting to ditch the factory dry-sump, Speed Inc. added a three-stage Jones Racing scavenge pump, which also services the turbos. In case you are wondering, mounting the turbos so low requires an oil pump since it can’t use gravity. Two stages for oil drains and one additional for the oil pan scavenge are accommodated by a modified factory oil pan. Many believe that a mechanical pump is the most reliable method, and considering the C6.R and other competitors use a similar dry-sump setup at the 24 Hours of Le Mans it is hard to argue against it.
A lot of fancy parts that make you really want to know “what’s it make?” Well, how does 1,370 horsepower and 1,086 lb-ft to the rear tires sound? Of course that’s when it’s set to kill and running on C16 race fuel, but on premium pump gas it still puts out 930 rwhp on just 11 psi. Of course, Speed Inc. recommends race fuel for longevity.
Speaking of fuel, this engine needs lots of it, which is supplied by eight ID1300 Injector Dynamics fuel injectors and a Fore billet triple-pump with AEM pumps and an Aeromotive regulator. This setup converts the C6 to a return-style fuel system. Topping off the engine is a FAST LSXR 102mm intake ported by Speed Inc. and mated to a 102mm Nick Williams billet throttle body. The MAF was no match for the boost, and was ditched in favor of Jim Moran’s custom operating system for the stock ECM that runs off speed density. Tuning is the key piece to making such ridiculous power without compromising the driveability or other factory equipment, and no easy feat at this level with a factory computer.
Backing up all this power, and shuffling it back to the tires is an RPM-built ZR1 six-speed Tremec TR-6060 with an RPS billet strapless triple-disc carbon clutch and steel flywheel. RPM exchanged the factory T-56 for the beefier TR-6060 six-speed, which is a simple bolt-in affair. From there the power spins back through a Pfadt carbon-fiber driveshaft and into the RPM-built ZR1 rear with 3.42 gears. The chassis is stock Z06 right down to the factory Z06 rollers. The brakes were upgraded to Stoptech (front and rear) to slow down from the higher speeds (and match the paint), but the rest was left alone. The interior received a Wolfe Racecraft rollbar with RJS harnesses and a pair of Caravaggio custom carbon-fiber seats along with some auxiliary gauges to track engine vitals.
We are not quite sure how that much power is put to the ground, even on drag radials, but we’re sure ALFahhad is having a blast tearing up the desert sands trying. Thankfully, he’s got the equipment and the know-how behind it to keep doing it over and over again.