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Camaro V6 LLT Engine, Exhaust, and Bolt-Ons Bolt-Ons | Intakes | Exhaust

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Old 05-25-2009, 12:54 PM   #1
MadMaxx
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V6 Camaro Dyno numbers are in!!

Also featured on homepage.

Just got back from the shop. The goal of the day was simply to get *baseline* numbers, so we can justify the real world gains of anything added to the car. Info below:


Dyno type: Mustang
Filter value: 33
Air temp: 78F
Humidity: 83% (ouch)
Car: 2010 Camaro
Engine: 3.6L V6 Direct Injection
Trans: 6L50 6spd automatic
Mod: Bone stock, right down to the plastic still on my carpet.
Octane: 87 (lol)

Best run:
246RWHP | 220lbs/tq

Notes:
* Torque curve is basically flat from 2500 to 5800, dipping by the 6900 mark

* HP curve is a steady arc, flattening out right at redline

* Factory tune is PIG RICH , holding down in the 11.4 range through the bulk of the run. There is a good bit of power hiding in just a tune.

* We did a run w/ the AC on just for fun - you can see clearly where it was shut off. Lots of power loss at the accy :(






Overall, the numbers are spot on with their factory ratings through an automatic. The exhaust and intake is going to do wonders for the car. The over-rich tune from factory, and the high speed processing capabilities of the Motec ME9 are just begging this motor to be turbo/supercharged.

More to follow throughout the next week or so as parts start to trickle in

Cheers!

Last edited by MadMaxx; 05-26-2009 at 08:57 AM.
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Old 05-25-2009, 01:06 PM   #2
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You are the man!

I was hoping that torque curve would be nice and flat.

I'm shocked at how rich it's running! I wonder how much boost could be used on stock fuel levels before it starts to knock from leaning out. But not something I'd ask anyone to try heh.

That's fantastic news on the dyno run! Congrats maddmaxx!

You just cemented my V6 order!
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Old 05-25-2009, 01:09 PM   #3
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Sweet!! Thanks for posting the results so fast. Can't wait to see the graph. I'd like to see what the VVT does for the torque curve. And 11.4:1 = ouch. Good tune, CAI and exhaust and I'll put money on this motor breaking 300RWHP. Exciting stuff!
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Old 05-25-2009, 01:12 PM   #4
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Originally Posted by UsedTaHaveA68 View Post
Sweet!! Thanks for posting the results so fast. Can't wait to see the graph. I'd like to see what the VVT does for the torque curve. And 11.4:1 = ouch. Good tune, CAI and exhaust and I'll put money on this motor breaking 300RWHP. Exciting stuff!
I seriously doubt that a CAI,tune and exhaust is going to net you 54rwhp on the V6, but the numbers are great in any case.
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Old 05-25-2009, 01:15 PM   #5
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True... 54 is a lot. I got over zealous. The V-8's are getting about 45 with all that, so maybe 280 for the V-6? 275?
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Old 05-25-2009, 01:17 PM   #6
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Originally Posted by garagelogic View Post
I seriously doubt that a CAI,tune and exhaust is going to net you 54rwhp on the V6, but the numbers are great in any case.
Caddy guys guys proximately 31rwhp on their M6 car w/ catback and CAI. Tune and LT's would *really* help this motor.

54rwhp may be a tall order, but 40ish should be possible.... either way, lots of potential in this little gem.
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Old 05-25-2009, 01:45 PM   #7
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Nice results, you should try and get to the track for some real-world results at the drag strip before you start modifying the car.
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Old 05-25-2009, 01:46 PM   #8
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i doubt your car is completely broken in, is it?
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Old 05-25-2009, 01:48 PM   #9
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Very nice numbers on a mustang dyno!! ..

Congrats ..

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Old 05-25-2009, 01:51 PM   #10
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i doubt your car is completely broken in, is it?
~500miles as of today.
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Old 05-25-2009, 03:10 PM   #11
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I'm new to this, but that AFR sounds pretty low. Are some of the more experienced guys thinking the CAI will boost that a bit? Any guesses where it might come out with just a CAI or perhaps CAI and cat-back?
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Old 05-25-2009, 04:32 PM   #12
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The AFR is far richer than I'd expect for an NA platform. Right now, there isn't much ability to tune directly -- although with a signal augmentation (ie: piggyback) setup, we may be able to trick the ECU into leaning the mix out a bit.
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Old 05-25-2009, 06:11 PM   #13
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Flattest. Torque curve. Ever.

This is why Chevy's next V-8 should be a 6.2L DOHC VVT DI engine.
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Old 05-25-2009, 06:15 PM   #14
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Originally Posted by UsedTaHaveA68 View Post
Flattest. Torque curve. Ever.

This is why Chevy's next V-8 should be a 6.2L DOHC VVT DI engine.
Are you looking at a different curve that I don't see? This is the V6 engine...
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Old 05-25-2009, 06:22 PM   #15
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remember, you can run a higher afr on direct injection engines. different ball game here. the injectors should be good to what the stock engine can handle boosted.
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Old 05-25-2009, 06:25 PM   #16
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Are you looking at a different curve that I don't see? This is the V6 engine...
Hahah yeah we're seeing the same one. Sorry, wasn't too clear. I was commenting on how incredibly flat that torque curve is. Because of this, I think that GM's next V-8 that they develop should be a Direct Injected VVT DOHC motor so we can get awesome mileage, great power, and ridiculous torque curves like the one put up by the V-6.
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Old 05-25-2009, 06:32 PM   #17
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Hahah yeah we're seeing the same one. Sorry, wasn't too clear. I was commenting on how incredibly flat that torque curve is. Because of this, I think that GM's next V-8 that they develop should be a Direct Injected VVT DOHC motor so we can get awesome mileage, great power, and ridiculous torque curves like the one put up by the V-6.
OH! Okay, i got ya now. We are officially on the same page
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Old 05-25-2009, 06:57 PM   #18
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So the AFR should be lower than 11.4?

Can the ECU be tuned or does it need to be replaced to get more performance? Hopefully someone makes a program for that soon =)
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Old 05-25-2009, 07:54 PM   #19
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It should be higher than 11.4. That's very, very rich (lots of fuel, not enough air). 12.5 is about where you want it on a naturally aspirated motor for the best power. 14.7 is the "perfect" ratio, or stoiciometric ratio, where you have 14.7 parts air to 1 part fuel by weight and it creates a complete combustion.

And the ECU can be tuned (hopefully) to adjust this and many other parameters.
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Old 05-25-2009, 08:15 PM   #20
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It should be higher than 11.4. That's very, very rich (lots of fuel, not enough air). 12.5 is about where you want it on a naturally aspirated motor for the best power. 14.7 is the "perfect" ratio, or stoiciometric ratio, where you have 14.7 parts air to 1 part fuel by weight and it creates a complete combustion.

And the ECU can be tuned (hopefully) to adjust this and many other parameters.
Ahh thanks Bud. I'm a tuner-tard

So a CAI should bump it up to 12.5+?

Atleast these numbers aren't to far off from a New Mustang Gt...
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Old 05-25-2009, 08:17 PM   #21
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I cannot wait until someone rips a 12.x with the V6.
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Old 05-25-2009, 08:39 PM   #22
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I cannot wait until someone rips a 12.x with the V6.
With nothing but bolt on's.

With stock tires.

10-11 second twin turbo cars in the future?
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Old 05-25-2009, 08:51 PM   #23
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With nothing but bolt on's.

With stock tires.

10-11 second twin turbo cars in the future?
Guys were rippin' 9's with the Grand Nationals. Those V6's are nothing compared to this new engine.
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Old 05-25-2009, 09:17 PM   #24
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how about weight? im guessing the GN is quite a bit lighter? or am i wrong? And what can we expect with a tune and CAI?
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Old 05-25-2009, 09:24 PM   #25
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Guys were rippin' 9's with the Grand Nationals. Those V6's are nothing compared to this new engine.
G-bodies are also solid axles with a thousand pound weight difference.

But you are right, the 3800 is an old, old design.
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