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Old 01-28-2014, 07:47 PM   #43
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Quote:
Originally Posted by RacnJsn95 View Post
12656411 F - HEAD - LIST PRICE $668.52
12656412 F - HEAD - LIST PRICE $660.61

Not sure which side is which.

12658270 B - (S) PUMP - LIST PRICE $272.00
I think 12656411 is the driver side with the casted piece for the hpfp. Now to just figure out if they fit the LFX.

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Old 01-28-2014, 08:19 PM   #44
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Thanks for all the awesome information! Another question - would you get the factory exhaust manifolds and cats, aftermarket, or fabricate your own? We have to pass inspections and emissions testing here, but maybe that isn't a problem where you are. I'm curious how much for the factory units?
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Old 01-28-2014, 08:22 PM   #45
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Need crate engine number... lol
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Old 01-29-2014, 09:43 AM   #46
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I just need to know if the pistons and con rods will fit without having to change the heads, or the crank, or even the block.
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Old 01-31-2014, 11:11 AM   #47
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Some more turbo item related part numbers

12659010 Turbo
12659011 Turbo
12640410 Plenum cover
12640409 TB Harness
12647953 Intake Manifold
12640405 (LOWER) Intercooler insulator (2 req'd)
????????? (UPPER) Intercooler insulator (2 req'd)
12640406 Throttle Body
12640408 Intercooler (2 req'd)

There are still a couple more that would be needed, but I don't have them, but these are most of the main parts required to attempt to do something.

Last edited by Jason@JacFab; 04-30-2014 at 07:31 PM.
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Old 02-08-2014, 12:24 PM   #48
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Another interesting thing to point out... The LF3 engine has dual MAF sensors in the factory airbox. I don't think it would be an issue to work around that in a custom adaptation of the turbo parts though...

Another crazy thought I had... I wonder if any gains could be had if a guy was to just run the LF3 intake N/A, along with the intercoolers to cool incoming air? An external reservoir of water could be run for the intercoolers, toss some ice in it for some REALLY cool air... Move the IAT into the center of the LF3 intake... Not sure if it would be worth while or not?
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Old 02-14-2014, 03:36 PM   #49
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Did anyone find any info on pistons and rods yet?
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Old 02-15-2014, 11:56 AM   #50
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Another tuned LF3 in the awd XTS throwing down about 400 rwhp and 430 TQ.

http://www.camaro5.com/forums/showpo...68&postcount=1

I can't wait to see what a tuned CTS V-sport throws down.
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Old 02-15-2014, 02:52 PM   #51
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Hi !

We did the LF3 last year in XTS and last month in CTS-V Sport .... stock trq in CTS-V Sport is way higher then XTS but both same engine power ... got 420PS engine power and nearly 500PS engine power with 91 okt Arizona pump fuel .... by IPF ... but gearbox Tuning was nessesary to have perfect drivebility on the road !

torque you can increase at this engines up to the moon ... but if the drivetrain can handle it ... thats the big question !

any request for LF3 Tuning send to our IPF-Tuning staff !

greets ASH@IPF-TUNING
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Old 02-15-2014, 02:52 PM   #52
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That graph looks all jacked up?
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Old 02-15-2014, 03:21 PM   #53
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Hi !

thats the dynojet drum sensor Signal fault that is causing that big 40WHP spike upwards ... so the poor vehicle was running in limp mode from what the graph Shows !

I know that Problem because we also have a dynojet .... when i see such Spikes .. i do the dyno run again !!

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Old 03-02-2014, 11:21 AM   #54
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Quote:
Originally Posted by RacnJsn95 View Post
Another interesting thing to point out... The LF3 engine has dual MAF sensors in the factory airbox. I don't think it would be an issue to work around that in a custom adaptation of the turbo parts though...

Another crazy thought I had... I wonder if any gains could be had if a guy was to just run the LF3 intake N/A, along with the intercoolers to cool incoming air? An external reservoir of water could be run for the intercoolers, toss some ice in it for some REALLY cool air... Move the IAT into the center of the LF3 intake... Not sure if it would be worth while or not?
Could something be fabricated that ran off the AC compressor for an N/A build? Instead of ice, just flip a switch.
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Old 03-10-2014, 08:39 PM   #55
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Looks like the LF3 rods are .06" shorter than the LFX rods. Crank rod journal size is the same, stroke is the same... I imagine the deck height on the block is the same, but not sure. I think what's changed is that the pin height in the piston has been moved down.

LFX rods 6.000"
LF3 rods 5.940"

Below here is just theorizing:
I don't imagine that GM would run .06 in the hole to lower the compression. I imagine you'd want to try and keep the same piston to block deck height as the LFX currently has if you wanted to run the LF3 rods. So if you wanted to use the LF3 rods, I think you would have to either run the LF3 piston as well, OR get some custom pistons made... Again, just theories, other than the rods being shorter, that's really all I KNOW.

More info; I see everyone boasting about the LARGE VALVES in the LF3 heads! According to the info I have here, both the LFX and the LF3 share the same size valves. Both LFX and LF3 are listed as having a valve head diameter of 30.470-30.730 EXH, and 38.170-38.430 INT... The only difference I can see is that the exhaust valves are sodium filled.

Now here is something interesting, the cams:

LFX valve lift is .4252ex/.4252int
LF3 valve lift is .4332ex/.4309int

Since they are VVT cams, and overlap is really dependent on the tune and the actuators, I'm wondering if these cams might be a decent upgrade for the LFX... Unfortunately I do not have the duration info on either the LFX or LF3 cams, so it would be tough to say if it would be worth it to swap a set in or not.

That's all I have for now.
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Old 03-10-2014, 08:46 PM   #56
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Quote:
Originally Posted by RacnJsn95 View Post
Looks like the LF3 rods are .06" shorter than the LFX rods. Crank rod journal size is the same, stroke is the same... I imagine the deck height on the block is the same, but not sure. I think what's changed is that the pin height in the piston has been moved down.

LFX rods 6.000"
LF3 rods 5.940"

Below here is just theorizing:
I don't imagine that GM would run .06 in the hole to lower the compression. I imagine you'd want to try and keep the same piston to block deck height as the LFX currently has if you wanted to run the LF3 rods. So if you wanted to use the LF3 rods, I think you would have to either run the LF3 piston as well, OR get some custom pistons made... Again, just theories, other than the rods being shorter, that's really all I KNOW.

More info; I see everyone boasting about the LARGE VALVES in the LF3 heads! According to the info I have here, both the LFX and the LF3 share the same size valves. Both LFX and LF3 are listed as having a valve head diameter of 30.470-30.730 EXH, and 38.170-38.430 INT... The only difference I can see is that the exhaust valves are sodium filled.

Now here is something interesting, the cams:

LFX valve lift is .4252ex/.4252int
LF3 valve lift is .4332ex/.4309int

Since they are VVT cams, and overlap is really dependent on the tune and the actuators, I'm wondering if these cams might be a decent upgrade for the LFX... Unfortunately I do not have the duration info on either the LFX or LF3 cams, so it would be tough to say if it would be worth it to swap a set in or not.

That's all I have for now.
Good stuff. I noticed the lf3 max rpm is lower? Any theories here? "Boost regulation?"
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