03-05-2015, 04:58 PM | #15 | |
Drives: 2010 Camaro 454 LSX (SOLD) Join Date: Jun 2013
Location: Dearborn Heights, MI
Posts: 792
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We pride our self's on the drive ability and reliability of our packages. Maybe something like this one? http://youtu.be/F1JovZG40lw |
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03-05-2015, 06:02 PM | #16 | |
Drives: 2016 Z06 Join Date: Mar 2011
Location: Texas
Posts: 101
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03-05-2015, 06:51 PM | #17 |
Drives: '10 Black/IOM Camaro SS/RS Join Date: Mar 2010
Location: Fayetteville NC
Posts: 530
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Dude, give RPM a call and have Martin @ Tick spec you out a cam and have RPM do the full isntall. Plenty of shops here in NC.
http://rpmmotorsportsnc.com/ http://www.tickperformance.com/
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2010 Camaro 2SS/RS Black/IOM //// 1998 Pontiac Trans AM 819 RWHP @ 12 PSI (Turbo)
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03-05-2015, 07:54 PM | #18 |
Drives: 2010 Chevy Camaro 2SS/RS Join Date: Jan 2015
Location: Some Beach, Some Where
Posts: 197
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This is why I love this forum so much, tons of people with information willing to help. I honestly have given much thought to doing a twin turbo build, the main reason I was leaning towards a supercharger was the fact that the power is always there when you punch the pedal, no lag at all like with a turbo set up. But I wouldn’t be opposed to a twin turbo setup if it would be easier and possibly cheaper to achieve my power goals that way.
Someone mentioned it earlier, I am starting from basically scratch, the car only has a cold air intake on it. So I really could go either way with the build considering it’s basically stock right now. If I was to do heads, cam (and lifters too I guess from what you guys have mentioned), headers, full exhaust and a tune, what would be the power difference as well as roundabout cost difference between a twin turbo car and a supercharged car with this setup/package?
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2010 Camaro 2SS
2010 Jeep Wrangler 2014 Ducati 1199 Panigale S |
03-05-2015, 08:24 PM | #19 |
Drives: 2006 Z06 Join Date: Oct 2010
Location: Gilbert, AZ
Posts: 5,712
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On an auto there is no lag if you get the right size turbos. The tranny won't let you go too low in RPM to make them lag. It downshifts for you.
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Nick
Corvette Z06 -1200ish rwhp |
03-05-2015, 08:59 PM | #20 | |
Drives: 2013 Black Camaro 2SS/RS Convert. Join Date: Jun 2013
Location: Sauk Village, Illinois
Posts: 506
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Quote:
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2013 Camaro 2SS/RS-Smoked tail lights and side markers, HID log lights, & LED lighting inside/outside the car, SJM LED Cupholder, SJM full dashboard ABL lighting, ZL1 Rockers, 1LE Splitter, Showstopper LED Mirrors, Showstopper LED Side Markers, & Showstopper Heat Extractor Hood, 20" Niche Concourse ZL1 Styled wheels 20X8.5 & 20X10 with 275/40/20 & 315/35/20 Nitto Invos, Black Gorilla Lug Nuts/Locks, Black Billet Elite Camaro License Plate Holder, and Hydro Dipped Speedo/Shifter/AC-Heat Bezels.
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03-05-2015, 09:32 PM | #21 |
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Talk to the guys at PCM of NC. They have always made sick rides and have a good reputation. Just because they aren't posting up a lot of threads, doesn't mean much.
If I was in NC, that would be my choice.
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2017 ZL1 A10: 8.84 @ 156 PB
2017 ZL1 A10: Previously FBO 756/761 (9.6 @ 143 1/4) SOLD-2013 ZL1 M6:BTR,LTs,IDs,ATI,RotoFab10.84@129 SOLD-2011 SS M6: Blower, Cam, Alky, LTs. |
03-06-2015, 04:48 AM | #22 |
Account Suspended
Drives: 2010 zr1 Camaro 2011 vert Join Date: Apr 2013
Location: everywhere
Posts: 1,121
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I'm in the Carolinas and would be glad to meet up with you and let you drive a Maggie powered camaro.You need to get a budget and get the most out of it.At the horsepower figure your quoting you would need $30000 easy to do it correctly, start with your budget and build for the future.If I can help you out let me know.
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03-06-2015, 06:55 AM | #23 |
Drives: None Join Date: Jan 2015
Location: CA
Posts: 117
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03-06-2015, 08:53 AM | #24 | |
Drives: 2010 Chevy Camaro 2SS/RS Join Date: Jan 2015
Location: Some Beach, Some Where
Posts: 197
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Quote:
Whereabouts in NC are you located?
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2010 Camaro 2SS
2010 Jeep Wrangler 2014 Ducati 1199 Panigale S |
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03-06-2015, 10:11 AM | #25 |
'It's an experiment'
Drives: [COTW 2/09/15] '11 GPI LSA SC Z/LE Join Date: May 2014
Location: Dallas TX
Posts: 8,690
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If you take into account 700 RWHP, then the suspension, transmission, differential, axles, exhaust, and upper engine come into play.
The closer you get to 650 RWHP, you have pretty much bumped up against the limits of the car suspension/axels and other components. 400-500 RWHP and you already need to address the suspension. So, $30k for what you need to consider (including labor) is not too far off. It all depends on the OP goals and what needs to be done. OP, what's the highest RWHP you've had/owned? Is it possible 600 RWHP ok? Do you track or race? Have you ridden in a 500 to 600 RWHP car? They are pretty impressive when done correctly. Sometimes gearing can 'liven' up the cars performance. Whether SC or Turbo, RWHP will have an affect on the other parts of the car. Need to plan for that. Sh** happens and anytime you push the limits, stuff breaks -- even new stuff. Talking to the various shops about your plans, budget, and your intentions will get you where you want, and need, to go. Sometimes 'evolution' to your goals will help you plan better -- I went boltons, then suspension, then engine (cam/heads) -- once I knew for certain where I was finally going to be. SC was not in my initial plans, but I did all the suspension work first, and when the opportunity came, I was able to jump on the SC deal and make it work. Very glad I did the suspension first -- didn't matter if I kept all boltons, turbos, or went SC... Think it through, the excitement and 'speed bug' hits all of us -- you'll likely chase HP numbers forever as its 'never' enough ;o)... -Don
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747 RWHP 794 RWTQ
"Horsepower sells cars, torque wins races." - Enzo Ferrari See My Build: http://www.camaro5.com/forums/showthread.php?t=385577 |
03-06-2015, 01:11 PM | #26 |
Drives: All things Turbocharged Join Date: Dec 2010
Location: AZ
Posts: 1,199
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Keep in mind that it takes 15% of engine power to run a blower. So you are stressing your parts 15% more all the time to get the same WHP we get out of turbos. We're talking 100whp at the power level you are talking about. It's a lot more stress. What I would recommend is a nice simple 650whp TT kit with nice small turbos that have next to no lag. I say stop at 650whp cause that's what your stock trans is good up to. This keeps it all nice simple strait forward, efficient, reliable and no pulling the engine apart needed. All you need is our base kit with the fuel options and you will be at 650whp, nothing else needed. With room to grow if you want to swap to a 6L90 trans you could bump up another 100whp.
Last edited by AGP Turbo; 03-06-2015 at 01:30 PM. |
03-06-2015, 04:20 PM | #27 | ||
Drives: 2010 Chevy Camaro 2SS/RS Join Date: Jan 2015
Location: Some Beach, Some Where
Posts: 197
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Quote:
I kind of had a feeling that the 650-700 mark would be about the limit of other parts which is why I set that as my goal. I'd like to make as much as possible without having to worry about my trans letting go, or grenading my rear end. I had already intended on doing heads, cam, valve train, headers and a full exhaust at the same time anyway with intentions of piecing together the suspension little by little as I go. As far as the most horsepower heavy car I've owned, I'd have to say a 2nd gen Camaro with a 454 BB. I never put it on a dyno to know how much hp it made and I'm not going to throw out assumptions but you get the picture. And I definitely agree with you that gears make quite the difference as I have experienced that in my Jeep with 35's on it. I can only imagine regearing the SS. This car will not be tracked as that is what I have my Ducati for, I don't feel the need to take my car to that level. Like I said earlier in the thread, I will probably take the car out to the local 1/4 mile just to see what it could be capable of but that will NOT be an often occurrence. I completely understand your point of view and appreciate you helping me out. Trust me, I've been down that road before with one of my previous motorcycles that I turned into a track bike. I can't tell you how many parts I bought a second time because I didn't realize what my long term goal for it was from the get go. Learned a hard lesson from that one and won't make that mistake again. Horsepower in my opinion is something that you can never get enough of but there comes a point where either your budget limits it or other parts of the vehicle limit it. For me it's both, I think I have a fairly healthy budget to work with but as I said before, I want to keep it on the stock trans, rear end and so forth. Quote:
Either way, I do like the way this thread is going, I'm learning quite a bit and it's getting me thinking about different avenues of approach Keep it comin'
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2010 Camaro 2SS
2010 Jeep Wrangler 2014 Ducati 1199 Panigale S |
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03-06-2015, 04:36 PM | #28 |
'It's an experiment'
Drives: [COTW 2/09/15] '11 GPI LSA SC Z/LE Join Date: May 2014
Location: Dallas TX
Posts: 8,690
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That's awesome -- you are certainly well informed and that is a big part of the battle. Whatever you do decide to do, I'm certain you'll be stoked.
I chose the LSA SC as my goals were mostly DD and street -- once in a while track. I went with the LSA as it was GM fit and finish, well established, and I knew I could get parts fairly quickly and from anywhere GM had a dealership (in a pinch ;o). Outside of a few BMR upgrades and a custom grind cam, I have GM 1LE upgrades and ZL1 parts -- again, I can get those from GM should I need to... Sounds like the you have a ton of fun ahead of you -- can't wait to see where this goes... Best of luck! -Don
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747 RWHP 794 RWTQ
"Horsepower sells cars, torque wins races." - Enzo Ferrari See My Build: http://www.camaro5.com/forums/showthread.php?t=385577 |
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