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Old 05-17-2010, 07:23 PM   #1
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Interesting article on LSA powered 2010 Camaro

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“Uncle Robin” Lawrence has spent his life entrenched in the high performance automotive world. For more than a decade, he has been a mainstay and one of the most well-known names in street legal drag racing with the NMCA and NMRA series, first competing in the EFI index class before competing in Factory Stock, Real Street, and most recently, Nostalgia Pro Street. Along the way, his cars have been testbeds for several manufacturers, and his expertise in the automotive aftermarket industry has graced the pages of many publications over the years.

In 2008, Robin, at the insisting of his good friend and former race announcer Dr. Jamie Mayer, embarked on a project in conjunction with Hot Rod Magazine involving a new 2010 Camaro in which he would replace the stock LS3 engine with a Cadillac CTS-V LSA mill.

Lawrence spent much of 2009 tweaking on the new GM muscle car, swapping out aftermarket bolt-on parts and trying to find the right combination, all while working closely with Hot Rod editorially as a “Test Car” of sorts. After making some more adjustments over the winter, he made a stop at Beech Bend Raceway in Bowling Green, Kentucky this past weekend. There he ripped off the cars’ first sub 11-second pass, a 10.92 at 125.95 MPH.

PowerTV spoke with Robin about his racing endeavours and the Camaro project car.

PowerTV: We haven’t seen you on the NMCA or NMRA trail in some time. What have you been up to?

Robin Lawrence: Actually, on the NMRA trail, I was at the Bradenton race, and had worked with Dan Baumann on his combination, and he qualified #1 in Real Street and runner-up’ed, and also with Crag Baldwin on his Real Street combination. With Craig more of a consulting role and with Dan more of a crew chief and consultant so to speak.

We had the Camaro at Memphis last year, at the Finals. We really ran out of time and the availability on components really hurt us, but we really didn’t have the combination sorted out and that kept us from showing our real potentional.

PowerTV: Do you plan on returning to competitive, heads-up racing?

Robin Lawrence: Yeah. This Camaro project that we talked about this weekend, was basically tying up some loose ends from when I was sponsored by GM Performance Parts. That Camaro is actually going to be put back to 99% stock. So my priority, once we wrap up that Camaro, which we’re doing now, is to race the LSX Nova. I’ve been doing some dyno testing with the Nova with another engine, and we just received another intake manifold from Hughes Racing Enterprises, and we’re converting that car over to the new Holley Dominator EFI Fuel Injection system. The car has been in and we’ve run it before in Nostalgia Pro Street, so we’re going to stay in that class. We’re going to try to hit some of the True Street series events, and then whatever NMCA races are within an eight hour driving distance.

PowerTV: Tell us a little about your 2010 Camaro project.

Robin Lawrence: Originally, with the Camaro project, what we wanted to do was take a brand new Camaro and do some performance enhancements in what a typical average guy might install on his Camaro. And we wanted to discuss that and share in some of the passion and excitement that the new Camaro is bringing about, and just showcase those modifications editorially at different events to try to share with other people what we’re doing and what the possibilities are with the new Camaro.

We ordered the car in October of 2008, and our car was produced on the second day of production…it's VIN number 219. It was originally ordered as a yellow car, and at the SEMA show, Hot Rod Magazine decided they wanted to follow or cover some of those modifications in several parts.

If you remember the Hot Rod test car back in 1967, they had a '67 Camaro they did all kinds of modifications to. Well, Hot Rod wanted to model that, and so they basically said we’ll layout a plan of normal, typical components and modifications, and dyno’ing and track testing. Drag Radials, cold air intake, headers, catback exhaust, and things like that.

We ran the car with various stages of nitrous, header configurations, two different camshafts, cylinder heads, different intakes, different exhaust systems, an by the time we got done with the naturally aspirated side of it, we were about 464 horsepower at the wheels, and when we sprayed it, around 515 horsepower at the wheels.

PowerTV: Why the decision to put an LSA-based motor in the Camaro?

Robin Lawrence: The rumors after the bankruptcy were that they had discussed a Z28 prior to the bankruptcy. When all the stuff was coming down, from what I was told, that whole project was canceled, it was gone. Later on, there were more rumors that that project may get revived, and some of them that we were hearing was that the serious contender to be installed in a Z28 would be the LSA, Cadillac CTS-V engine. And so, the thought process was, hey, let’s put one of these engines in the car and show people what the potential of the LSA engine is.

It was funny, in the original conversations. Dr. Jamie Meyer wanted me to turn the earth, with three stages of nitrous and compound superchargers…whatever it took the haul ass. So we really never got a baseline with a stock CTS-V engine. I was going right for what the average guy would bolt onto his Z28 engine…heads, cam, pulleys, cylinder heads, fuel system.

PowerTV: What challenges did you encounter with the LSA swap and trying to put the car into the 10’s?

Robin Lawrence: The big thing with any heavy car - and we fought this problem with the six-speed manual from the factory – if the car is 4000-plus pounds and has a 3.45 gear, getting the car to launch with that heavy of a car and use the clutch was extremely stressful on the clutch. Automatic cars fair just a little bit better because they have a stiffer first gear ratio plus you have the potential slippage of the torque converter to get the car out of the hole. The big problem with that is the 6L80 is not a performance transmission. So, we decided that what we would do is put a 4L80E transmission in the car. Putting that in the car probably solved 50% of our problems.

The biggest physical issue with putting the LSA engine in the Camaro is the upper intercooler top hits the cowl section, and so that needed to be modified, sectioned, re-welded, move the intercooler, and relocate the inlet and outlet lines for the water for the intercooler.


Other than that, the CTS-V, the stack on the pulley system is like a Corvette, so its very close-lock, whereas the Camaro is like a truck, which is [the] furthest away from the block of all three. And so the only issue I had was not being able to reinstall either one of my air conditioning compressors from the LS3 or the CTS-V. Otherwise, the alternator plugged in, I had to fabricate some couplers for the power steering, but other than that, everything was pretty elementary.

PowerTV: What role has your relationship with GMPP played in this project?

Robin Lawrence: It was a project that was brainstormed by Dr. Jamie Meyer [of GMPP]. Really, other than providing the engine, their role was mainly a parts and components supplier. As far as technical advice, there was little or none.

Current car specifications:

• GMPP CTS-V LSA Crate engine
• Kooks headers and full exhaust system
• Lunati cam
• GMPP CNC cylinder heads
• Performance Transmissions 4L80E transmission
• ProTorque converter with 4000 RPM stall
• Lingenfelter pulley system, 63-pound injectors, fuel pump, blower coupler, and intercooler
• ATI balancer with 10% overdrive
• Bosch intercooler pump
• 100% stock rearend
• One piece Jerry Bickel-built driveshaft
• Stock starter
• Abaco Mass air meter
• Mickey Thompson 305/45/18 ET Drag Radial tires
• VP 100 unleaded fuel
• Tuned with HP Tuners tuning software
http://www.lsxtv.com/forum/robin-law...lsa-2576.html#

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Old 05-17-2010, 10:16 PM   #2
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very interesting.
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Old 05-18-2010, 08:45 AM   #3
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little video of Uncle Robin's LSA camaro at C5F

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Old 05-18-2010, 08:54 AM   #4
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Robin rocks, I spent some time talking to him and looking at the car at the Fest.
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Old 05-18-2010, 10:10 AM   #5
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Cool read. Has there been any articles on this car in Hot Rod besides the one article where they used shorties and a couple other smaller bolt-ons? I'm interested in ordering those back issues, if so. Thanks in advance to anyone who knows
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Old 05-18-2010, 11:02 AM   #6
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Cool read. Has there been any articles on this car in Hot Rod besides the one article where they used shorties and a couple other smaller bolt-ons? I'm interested in ordering those back issues, if so. Thanks in advance to anyone who knows
I dont recall any that were published yet. I know they were holding out on it until Robin got things locked down and made enough passes in the car to put in print. which happened in Bowling Green and at the fest. so I would imagine that the story will be hitting the shelves rather soon.
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Old 05-18-2010, 11:08 AM   #7
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I dont recall any that were published yet. I know they were holding out on it until Robin got things locked down and made enough passes in the car to put in print. which happened in Bowling Green and at the fest. so I would imagine that the story will be hitting the shelves rather soon.
Cool. Were you working on anything still, or am I thinking of something else?
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Old 05-18-2010, 11:27 AM   #8
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Cool. Were you working on anything still, or am I thinking of something else?

I'm working (if you can call it that) on a few things. This one included. but, like a lot of the "other" stuff, things have been put on hold or slowed down due to moving and fixing up the new house. that and getting info/pics from a certain someone. and waiting till the legalities clear up so that I can post certain pics and info.
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Old 05-18-2010, 01:22 PM   #9
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Robin is one of the nicest and most knowledgeable men I have ever had the pleasure to meet and spend some time with. We had conversed over the Camaro5 web links and had given me a lot of of information about the LSA powered Camaro because he knew I was waiting to the possible LSA powered Z28. He was gracious enough to give me a ride in the LSA Camaro at Camaro Fest. The car is everything that I had hoped for and a lot more. GM really needs to build the Z28 with the LSA engine. Thanks Robin for all of your help and the patience to listen to all of my questions.
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Old 05-19-2010, 09:24 AM   #10
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Thanks for the kind words guys. I enjoyed meeting everyone at the fest. It came and went way too fast. I wish I had more time to hang out with everyone.

Scott's and my car are like cousins since they are 12 vin numbers apart.

As far as articles there were a couple out last year. They were the November and December issues of Hot Rod Magazine.

In those stories we did some bolt on parts such as shorty headers and a Holley/NOS Nitrous System. In the second story we did some cam and heads along with a complete Kooks exhaust system.

I think that the idea behind those stories was good but they lacked the enthusiasm that we feel with the new Camaro. The writer was on the east coast, Hot Rod is on the west coast and I am in the middle of the country.

Hot Rod pulled the plug on any other stories on our modifications. (As I expected LOL).

Once the Hot Rod deal was done GMPP wanted us to install the LSA for the LSX Shootout in October. Well easier said than done.

We managed to get the car running under its own power but that was about it. We had issues with the transmission calibration as well as several new combinations bugs.

On the dyno later we found we had a big problem with fuel supply. I had tried finding a solution from several vendors. Aeromotive had sent me a complete Stealth fuel system to install. In the end I wanted an in tank upgrade.

Jason at Lingenfelter a huge aid in getting through many of the hurdles involved with the LSA. The LSA was good to go but I wasn't going to run it in stock form. Jason also came through with the Controller and Twin in tank pump a couple of weeks prior to the Fest.

The story on the LSA install will probably show up in GM High Tech Magazine. Justin Cessler was at the Fest shooting some additional pictures of the car. Last I heard they didn't have a time frame for the story.

I am working with Spike on a write up for Camaro 5 on the car.

After the Fest we made a couple of hits to get Video of some passes.

The 10.82 video is poor but the 10.98 is much better. The car slows down almost 2 tenths when the heat exchanger is heat soaked. The 10.82 was off the trailer.

10.82 pass

http://s395.photobucket.com/albums/p...camaro1082.flv


10.98 Pass


http://s395.photobucket.com/albums/p...camaro1098.flv
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Old 05-19-2010, 01:19 PM   #11
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The car slows down almost 2 tenths when the heat exchanger is heat soaked. The 10.82 was off the trailer.

Are you using the stock LSA heat exchanger?
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Old 05-20-2010, 11:42 AM   #12
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Are you using the stock LSA heat exchanger?
The heat exchanger is a Setrab unit that I recieved from Lingenfelter. It's the same unit they install an ZR1's and CTS-V's.

I don't have a tank in the system so that hurts me a little. Driving down the road it drops the temps but after sitting in the lanes or slow driving it is heat soaked.

If I keep the car for much longer I might try a meth injection to cool the intake air charge.

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Old 05-20-2010, 12:15 PM   #13
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nice read!
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Old 05-20-2010, 04:23 PM   #14
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OOO!!! More to look forward to in GMHTP!!!
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Old 05-21-2010, 12:06 AM   #15
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So basically, if GM uses this motor in the Z28, it's going to need an upgraded clutch? I wonder what else in the drivetrain will need to be strengthened.
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Old 05-21-2010, 12:28 AM   #16
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Don't know you Robin but after watching that video if I was going to marry a dood it would be you LOL! In the 10.98 video I hear your tires SCREAMING for mercy!
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Old 05-21-2010, 07:50 AM   #17
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So basically, if GM uses this motor in the Z28, it's going to need an upgraded clutch? I wonder what else in the drivetrain will need to be strengthened.
We never had a clutch behind our LSA. My opinion is if you perform any mods on the LS3 are going to push that stock clutch over the limit. I don't see them using that clutch, but who knows.

The CTS-V as well as the ZR1 both have dual disc clutches. So yes GM has upgraded clutches in those cars.

The CTS-V clutch is not an option in my opinion. It is heavy and appears to be a dual mass type of clutch. Very smooth but heavy. Also it doesn't fit into the current Tremec 6060 bellhousing.

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Old 05-21-2010, 08:29 AM   #18
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We never had a clutch behind our LSA. My opinion is if you perform any mods on the LS3 are going to push that stock clutch over the limit. I don't see them using that clutch, but who knows.

The CTS-V as well as the ZR1 both have dual disc clutches. So yes GM has upgraded clutches in those cars.

The CTS-V clutch is not an option in my opinion. It is heavy and appears to be a dual mass type of clutch. Very smooth but heavy. Also it doesn't fit into the current Tremec 6060 bellhousing.

Robin

Robin, I thought the CTS-V DOES use a TR 6060 for thier manual option?
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Old 05-21-2010, 09:14 AM   #19
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Old 05-21-2010, 09:46 AM   #20
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Robin, I thought the CTS-V DOES use a TR 6060 for thier manual option?
It uses a different TR6060 that handles more power. I'm sure it's the bellhousing that's different, exterior-wise (among who knows what), that is among the differences between the SS 6060 and the CTS's. SS has the M10. I don't really see a difference in these images; I think they're probably the same GM does say CTS-V's MG9 uses a different bellhousing that adds stiffness, so maybe that's the greatest extent, with regard to this particular topic.

"2010 Tremec TR6060 (MM6/MZ6/MH3/MG9/M10) car transmission
2010 Model Year Summary
Tremec TR6060 six-speed manual car transmission

New Features and Benefits for 2010 model year
• Second gear synchronizers using carbon material
• Second gear synchronizer design with advanced and asymmetric teeth (CTSv in 2009)
• Improved transmission pump pick-up
• Implementation into the V-8 Camaro

Second gear synchronizers using carbon material
The change to carbon material on the second gear synchronizer will improve the durability of the synchronizer. Carbon also protects the synchronizer during WOT shifts with the wheels spinning. The shift feel improvements made in 2008 are refined further with the implementation of the carbon material.

Second gear synchronizer design with advanced and asymmetric teeth
Implementing advanced and asymmetric teeth on the second gear aynchronizer system improves the shiftability of the transmission during cold temperatures. This is accomplished by the advanced and asymmetric teeth contacting the second gear dog ring in less distance and with increase stopping power. The shift feel is significantly improved in cold weather. This design also improves the warm shifting comfort.

Improved transmission pump pick-up
As the performance vehicles improve in handling and on-track performance, an improvement to the transmission pump fluid pick up was needed to maintain an acceptable fluid temperature during limit handling and on-track events. In order to enhance operation, an 'S' tube design was introduced into some TR6060 applications for 2010 model year. The features of the 'S' tube are twofold. First, the tube is lengthened to put the pick-up point further rearward in the fluid sump. Second, the tube has an 'S' shape to put the pick up location in the middle of the sump as compared to the current design which is offset to the left slightly. With the introduction of the 'S' tube, fluid temps are reduced by 5 degrees Celsius.

Implementation into the V-8 Camaro
The TR6060 is mated to the LS3 engine in the 2010 Camaro. The TR6060 used in the Camaro will use the M10 gear set. A transmission pump will be standard. The TR6060 used in the Camaro is very similar to the TR6060 used in the 2009 CTSv.


Low maintenance
The TR6060 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments (except for the ZR1 which uses a traditional clutch). The Tremec TR6060 six-speed has evolved from a design that aimed to require virtually no maintenance in all but the most severe conditions.

Overview
Both the standard Corvette and the high-performance Z06 use the TR6060 designated as MM6, which is validated to 500 lb-ft of torque, while the TR6060 with the Z51 option features higher ratios and is designated as MZ6. It is validated to 430 lb-ft of torque. The ultra high performance ZR1 uses the TR6060 designated as the MH3, which is validated to 650 lb-ft of torque. The CTSv uses the MG9 version of the TR6060 validated to 560 lb-ft of torque. The Camaro uses the M10 gear set validated to 430 lb-ft of torque.
Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces. The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the TR6060, making the shifter feel naturally lighter and more direct.

Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.
The sixth-generation Corvette with the Z51 option uses the MZ6 version of the six-speed, with ratios developed for the M12 which was used in the Cadillac CTS-V. These ratios are higher in first, second, and third gears than the MM6, as well as a lower-ratio fifth gear to increase top speed for the Z51 option.

When the high-performance Z06 version of the Corvette was introduced for 2006, a stronger single-piece countershaft replaced the previous two-piece countershaft for the MM6. The output shaft was enlarged to a 30-spline unit, which is more durable than the 27-spline unit used in previous applications. Also in 2006 the 6L80 six-speed automatic transmission was introduced, and the bolt pattern for the rear of the case extension of the manual transmission was changed to match the same bolt pattern as the automatic.
In 2009 model year, two new applications of the TR6060 were introduced. First, the Corvette ZR1 using the MH3 gear set. This gear set is the closest ratio gear set available in the TR6060. This gear set has been developed for maximizing on-track performance. Other than gear ratio changes, the only other refinements made in the TR6060 to handle the 638 lb-ft of engine torque were material changes in some shafts and gear pairs. The other 2009 model year introduction was the CTSv. The gear set chosen for this application was the MG9 which is similar to the MZ6 set used in the Z51 Corvette. However, in order to handle the 550 lb-ft of engine torque, the gears were redesigned. A trans pump is standard on the CTSv. The front bell was also incorporated into the front adaptor it improve powertrain bending. Both the ZR1 and CTSv use a twin plate clutch to handle the increased engine torque.

Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008 model year, it has evolved into the TR6060.

Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models.
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Old 05-24-2010, 02:46 PM   #21
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Originally Posted by G8GT4now View Post
Are you using the stock LSA heat exchanger?
OK a ltitle update. The LSA and the ECU uses 2 intake air temp sensors as well as 3 maps sensors. OK 2 of the map sensors are 1 bar and 1 is sued for baro. The third is a 3 bar on the top of the intake.

The E38 in the camaro is configured for 1 map and 1 IAT. So I have changed the tables for the map and am now using the 3 bar tuning tables. One IAT is in the MAF like most cars but thsy have another in the intake top after the supercharger.

I had to build a jumper harness to connect the GM IAT sensor to the MAF harness on the Camaro. Well once I did that I started to monitor the Intake Air Temps. I was suprised at how high they were and really would not drop after cruising for several miles.

After using my infared temp gun I found that the Setrad heat exchanger wasn't as warm as the connectors for the intercooler. They connectors were the same as the manifold and the readings on the computer.

After some investigation which included removing the intercooler hoses and flowing water from my garden hose I determined that the heat exhanger had been air locked. I could feel the pump running but nothing was coolng down!

I was able to get the air out of the intercooler and now it seems to be flowing very well. The temps are now at predictable levels and it will drop 3 degrees after some WOT runs. Now I know why the car became a dog after driving it a bit.

A tank would have prevented this from happening but we didn't have the time to fab one up. Oh well. I want to say now the car runs very hard even in 90 degree temps.

No more heat soak.

Robin
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Last edited by Robin Lawrence; 05-24-2010 at 03:37 PM.
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Old 05-24-2010, 03:20 PM   #22
radz28
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Originally Posted by Robin Lawrence View Post
OK a ltitle update. The LSA and the ECU uses 2 intake air temp sensors as well as 3 maps sensors. OK 2 of the map sensors are 1 bar and 1 is sued for baro. The third is a 3 bar on the top of the intake.

The E38 in the camaro is configured for 1 map and 1 IAT. So I have changed the tables for the map and am now using the 3 bar tuning tables. One IAT is in the MAF like most cars but thsy have another in the intake top after the supercharger.

I had to build a jumper harness to connect the GM IAT sensor to the MAF harness on the Camaro. Well once I did that I started to monitor the Intake Air Temps. I was suprised at how high they were and really would not drop after cruising for several miles.

After using my infared temp gun I found that the Setrad heat exchanger wasn't as warm as the connectors for the intercooler. They connectors were the same as the manifold and the readings on the computer.

After some investigation which included removing the intercooler hoses and flowing water from my garden hose I determined that the heat exhanger had been air locked. I could feel the pump running but nothing was coolng down!

I was able to get the air out of the intercooler and now it seems to be flowing very well. The temps are now at predictable levels and it will drop 3 degrees after some WOT runs. Now I know why the car became a dog after driving it a bit.

A tank would have prevented this from happening but we didn't have the time to fab one up. Oh well. I want to say now the car runs very hard even in 90 degree temps.

No more heat soak.

Roin
When does the car start to go back to stock?
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Old 05-24-2010, 03:31 PM   #23
speedster
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Originally Posted by Robin Lawrence View Post
OK a ltitle update. The LSA and the ECU uses 2 intake air temp sensors as well as 3 maps sensors. OK 2 of the map sensors are 1 bar and 1 is sued for baro. The third is a 3 bar on the top of the intake. Ha, ha. You go after that rogue MAP sensor...

The E38 in the camaro is configured for 1 map and 1 IAT. So I have changed the tables for the map and am now using the 3 bar tuning tables. One IAT is in the MAF like most cars but thsy have another in the intake top after the supercharger.

I had to build a jumper harness to connect the GM IAT sensor to the MAF harness on the Camaro. Well once I did that I started to monitor the Intake Air Temps. I was suprised at how high they were and really would not drop after cruising for several miles.

After using my infared temp gun I found that the Setrad heat exchanger wasn't as warm as the connectors for the intercooler. They connectors were the same as the manifold and the readings on the computer.

After some investigation which included removing the intercooler hoses and flowing water from my garden hose I determined that the heat exhanger had been air locked. I could feel the pump running but nothing was coolng down!

I was able to get the air out of the intercooler and now it seems to be flowing very well. The temps are now at predictable levels and it will drop 3 degrees after some WOT runs. Now I know why the car became a dog after driving it a bit.

A tank would have prevented this from happening but we didn't have the time to fab one up. Oh well. I want to say now the car runs very hard even in 90 degree temps.

No more heat soak.

Roin
Thanks for the info. Sounds like you are making the system better and better. Hope all of this great innovation finds its way onto future vehicles...
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Old 05-24-2010, 03:36 PM   #24
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Originally Posted by radz282003 View Post
When does the car start to go back to stock?
LOL, well...........hehe I am trying to sell some parts that I won't be needing. Because I have a 7 second Nova I don't need another toy. Every time that drive the car I tell myself that I MUST keep the car. Running 10's is cool but you can only do that once or twice before the track guys get mad

My current idea is to re install the 6060 Transmission and the Lingenfleter GT11 camshaft. I need to quiet the car down and make it docile so I would also install some high flow cats from Kooks. If all that works I would then install the 3.70 rear carrier unit and drive the car.

I want to get a custom AC pressure line fabbed so I can re install the AC compressor.

I talked to Andy at ADM about some parts. He brought up their CTS-V brake install and that sounds cool.

So many options, so little $$$$$ LOL

Robin
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Old 05-24-2010, 03:41 PM   #25
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Thanks for the info. Sounds like you are making the system better and better. Hope all of this great innovation finds its way onto future vehicles...
Well I think that since they can start with a special harness and ecu they will have things sorted out. What I cool is that you can install the 3 bar map and re cal the IAT on any turbocharged or supercharged LS3. There are a lot of tables or modifiers that will make the aftermarket power adders act more like OEM.

Robin
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