07-27-2010, 02:36 PM | #295 | |
Rev Couture
Drives: 2010 LS Camaro & 2013 Rav4 Ltd Join Date: Jan 2010
Location: Jamlando, FL
Posts: 1,129
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Quote:
If he's not and he's running that much boost, he wont be doing it for very long. His car also has aluminium forged pistons that were designed to handle high static compression which translates into being able to deal with boost better (to a degree) And conversely, we dont know how much boost this LLT can handle because no one has really pushed the limits up to this point (or at least there arent any in this discussion). The motor may somehow surprise everyone and hold 13 psi as well, I seriously doubt it, but you never know. We just dont want Z blowing his motor, so everyone is trying to be conservative given the facts about this motor on paper.
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07-27-2010, 02:40 PM | #296 |
Drives: 2010 Camaro 1LT RJT Join Date: Feb 2010
Location: San Diego, CA
Posts: 1,951
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Im sure this guy doesnt have direct injection, and has probably upgraded his injectors, fuel rail, pump and pressure regulator. its a completely different with our V6's. We wont be able to boost to those levels unless we start to see some aftermarket fuel management.
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07-27-2010, 02:51 PM | #297 | |
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Drives: 2010 Camaro RS V6 #1301 DOB 3/23/09 Join Date: Aug 2009
Location: Ithaca NY
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07-27-2010, 03:06 PM | #298 | |
Drives: 2010 Camaro 1LT RJT Join Date: Feb 2010
Location: San Diego, CA
Posts: 1,951
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Quote:
I've talked to several manufacturers already, most recently i talked to the guys at Vortec at one of our local meets. they all agreed that the main set back in developing any FI kits for us, is the fact that its direct injected and theres no current aftermarket support for our fuel system. Im sure that if we can get some companies to start developing some decent fuel system components, we can get these kits boosting at some real nice levels and put down some serious power. I for one would like to see the V6 raise the front end off the ground. |
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07-27-2010, 05:16 PM | #299 | |
Drives: 2010, 2000, 1971 Camaros Join Date: May 2010
Location: Hawaii
Posts: 535
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Quote:
What level of rwhp will you be happy with? I was amazed at the other thread where there is heavy debate about getting a V-6 to 300 rwhp. Now as far as getting the front off the ground, maybe if I can sit my fat _ss in the trunk I might be able to get it done..... |
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07-27-2010, 05:37 PM | #300 |
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Drives: 2010 Camaro RS V6 #1301 DOB 3/23/09 Join Date: Aug 2009
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Isnt 90 substantially higher than most fuel systems? What is the norm?
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07-27-2010, 07:27 PM | #301 |
Drives: Corvette Join Date: Jul 2010
Location: Houston
Posts: 145
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FI V6s have always been cool to me.
Keep it up! |
07-27-2010, 08:57 PM | #302 |
Drives: V8 up front and 7-spd out back FTW Join Date: Apr 2010
Location: MD
Posts: 746
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LLT's idle at 500psi of fuel pressure, I logged that. I heard numbers in the range of 2500psi at WOT from other members. I haven't logged WOT.
'Normal' fuel pressure these days is from 43psi to 55psi depending on application, and that's consistent idle through WOT. We're in a totally different ballgame here. I'd worry about the upper ring lands first, because as mentioned, they're thin. On top of that you have the real problem, the rind end-gaps close up as the heat expands them, and once you reach the point of serious heat (boost and detonation), the rings but up against themselves (0 ring gap) and push out on the cylinder walls. This puts a severe stress on them, then SNAP. Time for a rebuild. As for the strength of the pistons themselves, I wouldn't put much of a HP limit on them as long as detonation and overheating is kept away. Rods go first typically from too much power, but I think these rods will handle quite a bit. That's just a guess on my part, though, but they do seem to be pretty stout. I wouldn't worry about the crank at all. Water/Meth injection along with the FMIC should quell the temps and detonation quite nicely when dialed in. I think the next limitation is injector size. No one seems to know yet how much they'll give. As a throwout guess, I would believe 425whp to be a reasonable estimate with meth and 8 or 9 psi. What we really need to find out is... What is the compression on the non-DI 3.6's, and are the heads the same other than the injector ports? I'd think those pistons would swap right in, and compression any lower is a help for boost on these. |
07-27-2010, 09:25 PM | #303 |
No... not the SS...
Drives: 2010 1LT/RS *Red* Join Date: Jun 2009
Location: Springfield, Ohio
Posts: 114
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That thread is about trying to get that power without forced induction. Somebody did a estimate on possible cost.... and it might come close to what you would pay for a turbo system.
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07-28-2010, 10:15 AM | #304 | |
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07-28-2010, 12:58 PM | #305 | |
Drives: 2010 Camaro 1LT RJT Join Date: Feb 2010
Location: San Diego, CA
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07-28-2010, 01:13 PM | #306 |
Drives: 2010, 2000, 1971 Camaros Join Date: May 2010
Location: Hawaii
Posts: 535
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Cool. Wheelies are always impressive. Maybe we can get Rod1 to add a 200 shot and see if he can lift the front.:emoticon7: Just kidding Rod1. But I bet he'll be juicing to get into the 11's.
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07-29-2010, 11:14 AM | #307 | |
Rev Couture
Drives: 2010 LS Camaro & 2013 Rav4 Ltd Join Date: Jan 2010
Location: Jamlando, FL
Posts: 1,129
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Quote:
Maybe your luck means our motors can adapt to increase airflow with the direct injection...to a degree
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07-30-2010, 08:50 AM | #308 | |
Retired
Drives: 2010 Camaro RS V6 #1301 DOB 3/23/09 Join Date: Aug 2009
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Posts: 2,563
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Quote:
The car actually looks happier running NOS than not running it. Lol. From the logs, I’d consider the tune optimized at this point. Fuel and timing look great. If you need any other changes, just let me know. Thanks! Good luck at the track today! - Vince Geglia Trifecta Performance, Inc. |
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