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

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Old 05-28-2009, 05:22 PM   #126
MadMaxx
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Originally Posted by Ninjak View Post
Erm..were back on topic actually...116# Anywho, what is choking it down ? I thought that the new V6 breath pretty well...they do come with dual exhaust from the factory correct ? It could be a break in...but I guess it depends on just how bogged it is.
I'm going off the rather rich AF mix as the choke point. The stock duel exhaust isn't all that bad from my initial inspection of it. Mandrel bent, 2.25" true duel w/ a X pipe near the front. Now... does this have 2 main cats then some resonators, or are there 4 actual cats?

The ausie guys tend to run 2.25" from what I'm reading... oh, and the stock muffler is fracking UGLY underneath weld wise :(

Other easy power mods -- gutting the stock airbox and good flowing filter. I'd like to put this el-chepo mod against a full CAI (which from the pics I've seen of mockups, aren't actually CAI rather high flow filters and heat shields). Would be kinda fun to pull the small plate off the wheel well and draw cold air from the bottom of the car... but the liquid/debris problem might be an issue hehe...
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Old 05-28-2009, 05:50 PM   #127
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I'm going off the rather rich AF mix as the choke point. The stock duel exhaust isn't all that bad from my initial inspection of it. Mandrel bent, 2.25" true duel w/ a X pipe near the front. Now... does this have 2 main cats then some resonators, or are there 4 actual cats?

The ausie guys tend to run 2.25" from what I'm reading... oh, and the stock muffler is fracking UGLY underneath weld wise :(

Other easy power mods -- gutting the stock airbox and good flowing filter. I'd like to put this el-chepo mod against a full CAI (which from the pics I've seen of mockups, aren't actually CAI rather high flow filters and heat shields). Would be kinda fun to pull the small plate off the wheel well and draw cold air from the bottom of the car... but the liquid/debris problem might be an issue hehe...
could you replace the plate with a screen of some sort and still get the cold air flow?
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Old 05-28-2009, 09:21 PM   #128
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Debris vs. screen, that would work. Liquid, not so much. A CAI needs to be designed so that it won't (almost, never, somebody will still do it...) let the engine hydrolock. Some people will drive these cars in the rain; I know, crazy!

Mr. Maxx, how long until the super-spins?

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Old 05-29-2009, 09:10 AM   #129
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My wife busted me crawling under the car for measurements last night.... she gave me the evil glare hehehehe.
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Old 05-29-2009, 11:45 AM   #130
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Old 05-30-2009, 02:40 PM   #131
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Originally Posted by Ninjak View Post
Well proof is in the pudding as they say. Here is a 2010GT bone stock, running 13.36@105MPH. He had 3:73 install from the factory. Have to say that is a far cry from 14's...here is the thread.

http://www.modularfords.com/forums/s...d.php?t=135615

Dyno numbers are...just that. Numbers. Its a whole different story on the track.

I signed up for the phrase a week to be emailed me. I had looked up a meaning of a phrase and thought what the hell. Anyway, it seems the saying was "The proof of the pudding is in the eating". It somehow was reduced to The proof is in the pudding as that is the most common heard phrase today.
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Old 05-31-2009, 12:08 AM   #132
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what is the different between hp and wrhp ?
v6 supose to have 304HP rigth ?
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Old 05-31-2009, 12:13 AM   #133
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what is the different between hp and wrhp ?
v6 supose to have 304HP rigth ?
RWHP = Rear Wheel Horsepower

304hp is the power at the flywheel. RWHP is after the drivetrain loss. (transmission,axle....)
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Old 05-31-2009, 12:54 AM   #134
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Just get a 'tornado' inline air vortex generator for $49 to give you some added boost and better mpg(TV commercials)..
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Old 05-31-2009, 12:58 AM   #135
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Just get a 'tornado' inline air vortex generator for $49 to give you some added boost and better mpg(TV commercials)..


my friend says it worked for him in his 02 camaro
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Old 05-31-2009, 08:57 AM   #136
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how's that pudding taste madmaxx, let me know if you need some more

refer to steps 1 & 2

1. We admit we were powerless over dyno results - that our posting lives had become unmanageable.

2. Acceptance

etc...
You guys have sh*t in all the Mustang threads on VS and now you are in the V6 forum sh*tting in this thread? Does this site have mods?
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Old 05-31-2009, 10:18 AM   #137
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You guys have sh*t in all the Mustang threads on VS and now you are in the V6 forum sh*tting in this thread? Does this site have mods?
Don't worry about it mate. It's not the first time that guy's been trolling around here... just do a quick peek at some of his other posts. Mods did step in when I asked them to...but didn't actually do anything as far as cleanup
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Old 05-31-2009, 10:21 AM   #138
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I'm sorry but what were we discussing here... Oh, yeah, that's right...v6 2010 Camaro dyno results!

What's all this banter about the super low friction Mustang V8 HP numbers???? In a v6 Camaro thread too...You'd think Mustang owners are scared of a lowly v6 Camaro....my how times have changed.

Back to our regular "Camaro V6 LLT Engine and Powertrain Discussion"....
THIS....

All I know is, Im getting an LT. Its will be my daily driver but I will like to squeeze some extra juice out of that baby some time in the future.

If I can add FI for about $5k a few years down the line, ill be happy =)

I live near SLP, I might visit those dudes when I get my ride =)
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Old 06-12-2009, 09:30 AM   #139
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~500miles as of today.
Am close to 1000 miles, and i have noticed the car has more torque than it did before. and pulling harder in second gear. just found out about sport mode so am going to play with that some.
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Old 06-14-2009, 12:06 PM   #140
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Maxx, do you have your own Dyno shop? What part of SC? Since you have basically same car as me, I would be interested in making a trip up there.

When I get mine, I'm putting 500 miles on it then hitting the track for baseline numbers.
I plan on CAI and catbacks, then back to the track and so on. How much difference will headers make in your opinion? I really want to see what I can get out of this motor short of turbos.....saving that money for the SS vert 2-3 yrs. down the road.
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Old 07-02-2009, 12:05 PM   #141
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Ok... haven't read the entire thread word for word... so I'm sorry if I missed it... But what gear did you do the pull in? I'm strapping the car down on Saturday to get some good base line numbers and was curious what gear you used????

My understanding is typically you do your pulls in the gear that is closest to 1:1... Looking at the automatic I'm thinking 4th gear at 1.16... but the speed at redline is like 158MPH! think that's actually ABOVE the speed limiter? So I think i would feel better doing the pull in 3rd but that's 1.55... which may not produce the best results..... OK.. but now something just clicked... Just had a light bulb... Car goes through the traps in 3rd... so do the pull in 3rd... who cares what the numbers are as long as I'm consistent with my pulls, so I can show improvements!!! Ok... that's solved..

Other is a comment... After doing some research and talking with a few very experienced tuners.... it seems we need to change our way of thinking about A/F... apparently while you and I might think the car is pig rich at 11.6, in fact the A/F is really correct and is there by design! I brought up the fact that I thought the 11 AF was crazy fat and he explained that every time they've tried to lean things out a bit the cars end up pinging..... my other engineer friend explained that to get the high CR, you need to run the car a lot richer at WOT... hence the 11.6.... this is just what I'm finding in my "research"


Looking forward to Saturdays dyno session... will post up results!
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Old 07-03-2009, 08:54 AM   #142
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Quote:
Originally Posted by Warpick View Post
This.

With out overextending too much the DI means that you're not taking air and fuel on the intake stroke. It's just air. So carbs are like air/fuel mixing centers port injection is shooting atomized fuel with the air and compressing it all on the compression stroke.

Fuel is a liquid and can't be compressed as much as air. So with direct injection. You have nothing but air being compressed and as the air is compressed you have all that pressure in the chamber and THEN the fuel is injected and ignited.

Compression needs to be payed attention to, but it's not as important on carb or port injection methods. Which is why you can run such a high compression. It's all air being compressed. The only thing you really need to worry about is can the internals handle all the energy happening in the combustion chamber.

Well sorta. IN only a few operating conditions does it use statified lean combustion.
When you put you pedal to the metal,The DI system will still inject fuel during the intake event to promote a homgenous charge. The benefit of the DI is the very fine droplet size + spray that is directly in the chamber consumes many BTU's durign vaporization.
THis is what allows high static CR and also a great deal of boost.

In the LNF camp we experiance a propagtion phenomenon when we start moving past 40lbs/min and most importantly 5800rpm. THis is when the window to inject during the intake stroke becomes too small. The system, which is shooting for a specific AFR, is then injecting on the compression stroke. This wets the walls and piston crown with fuel, you see a large 25%+ drop in torque and the exhuast looks like a duramax.
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Old 07-03-2009, 08:59 AM   #143
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Just as a FYI, the LNF engines run at around .86lamda from the factory under 20+ psi.

That's around 12.6 afr.
When they are below 3500rpm they are programmed to run about 13.1-1 afr. Factory.

I assume the rich afr on the V6 is to cover their arse on the 87 octane.
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Old 10-07-2009, 06:31 PM   #144
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What can I do myself that is cheap and will increase my hp?
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Old 10-07-2009, 06:56 PM   #145
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What can I do myself that is cheap and will increase my hp?
Buy alot of stickers!!
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Old 10-07-2009, 07:38 PM   #146
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What can I do myself that is cheap and will increase my hp?
You can do this mod for about $30...

http://www.camaro5.com/forums/showthread.php?t=43367
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