09-27-2022, 01:12 AM | #15 | |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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Quote:
Thanks Vic
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-27-2022, 01:25 AM | #16 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
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I stole this from an old thread from 2009. Tell me if this does or does not make sense?
This issue comes up because when you lower compression ratio with a centrifugal supercharger, you disproportionately affect the low end of the power range. That is, the engine has lower power at pre-boost rpm, even though it is much more powerful at post-boost rpm. The solution would seem quite naturally to be higher compression with lower boost.
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-27-2022, 02:01 AM | #17 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
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Ok so I've been reading up on compression versus boost applications and it seems like 10.1 to 11.1 is only about 20 hp. So I think that is acceptable to me and be able to run around 10psi safely (correct me if I'm wrong). But I've also read with a very good tune 11.1 is ok but again with a very good tune, which I have one of the best if not the best tuner in Austin. I just don't know how much boost I could run at 10.1 or 11.1. I know a lot of people run 10-12 lbs. of boost all the time on stock ls3's with the stock compression being at 10.7.1. Sorry just up late thinking about all of this
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-27-2022, 04:27 AM | #18 |
No problem, but be careful it can drive you crazy!
I get 20mpg on the highway with approx. 1100hp. I feel that dropping the power at low rpm helps with fuel economy and for street drivabilty. If I was building a drag car I would go turbos as the power off the line is lower and climbs with rpm's. Superchargers are great for the track they hit hard at lower rpms and fall off at higher rpm's. Also the higher the compression pressure rises so does the problems of knock and detonation. Everyone has an idea on what they want for throttle response and power levels, which I think is great! Or we would all have the same thing... Just remember as your power levels go up, so does the requirements for drive train and suspension upgrades. |
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09-27-2022, 04:45 AM | #19 | |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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Quote:
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-27-2022, 04:49 AM | #20 | |
Quote:
Also centrilfugal blowers need a more specific cam profile to get the most out of it. With ported heads something like this. https://cammotion.com/camshafts/cs-2...r-centrifugal/ Just remember this is just my personal feelings, ask 100 mechanics you will get 100 different answers. |
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09-27-2022, 05:05 AM | #21 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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That cam is really similar to the GPI SS3 vvt cam that I'm going to use. The SS3 vvt just has a bit more lift.
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-27-2022, 05:56 AM | #22 | |
Quote:
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09-27-2022, 03:23 PM | #23 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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It has begun.
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-28-2022, 01:52 AM | #24 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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Talked to machinist today and we discussed ring end gap. He set my worries at ease. I'm definitely new to the boost scene but was wondering if the 24/26 versus the traditional 18/20 N/A ring end gap would consume more oil or lose power and he said no. So, I went ahead and told him to do the 24/26 gaps for boost or maybe even nitrous later on. Now my block will be able to handle all
I want to through at it although I still have the stock crank being my only weak point, but it should hold up for a big number I just don't really know how much. Everything that I've read says it's capable of 900-1000 crank hp maybe a little more. That should be good for me because I don't think I even want that much power anyways, but you never know.
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
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09-29-2022, 04:40 AM | #25 |
09-29-2022, 08:36 PM | #26 | |
Drives: 2015 zl1 m6 Join Date: Jan 2020
Location: Alaska
Posts: 711
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Quote:
Haha.. man that block sure is purdy !! ..
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791whp 699 ft lbs torque on E30 - ported sc /heads by boost mode racing - PAT G cam /Tune
PB:10.7 @133.9 |
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09-29-2022, 08:47 PM | #27 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
Build Thread https://www.camaro5.com/forums/showthread.php?t=609817 |
09-29-2022, 08:59 PM | #28 |
Drives: 2012 Chevrolet Camaro l99 Join Date: Aug 2020
Location: Austin, TX
Posts: 2,191
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For cooling I'm going to use the Mishimoto oil cooler kit (https://www.mishimoto.com/chevrolet-...2010-2015.html) (doing factory oil cooler delete) with a Tru Cool 40k tranny cooler and a Lingenfelter T-stat (https://www.summitracing.com/parts/LPE-L310155307). I think when I need to I will get a Mishimoto radiator too.
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DSS FX Forged Pistons, Eagle ESP L19 Forged Rods, ARP Head and Main Studs, TSP PRC 260 CNC Ported Heads milled .030, Cometic .040 Head Gaskets, GPI SS3 VVT Camshaft, GM Performance Racing Lifters, CHE Trunnions , Molly Pushrods, Melling 10355HV Oil Pump, Cold Air Inductions CAI, Fast LSXR Intake Manifold, Nick Williams 103 TB, TSP 1 7/8" Longtubes with 3" TSP Exhaust, ZL1 Fuel Pump, Mishimoto Radiator, Mishimoto Oil Cooler, Tru Cool 40k Tranny Cooler, 3600 Circle D Converter, Fluid Dynamics Balancer
Build Thread https://www.camaro5.com/forums/showthread.php?t=609817 |
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