04-22-2014, 01:28 PM | #15 | |
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04-22-2014, 01:41 PM | #16 |
Don't Sleep on My V6
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I'm going to put it straight because this doesn't just pertain to FI. If there were proven kits or parts only 1% would buy it still. IPF was proven and so was the first LFX kit. No one bought a IPS kit and not many the IPF kit to justify production. Like the saying goes "gotta pay to play" not many are doing that. IPF offers warranties and still. No one car can deter2what another car will run. Put it on the road and break some parts and get to learn the car. Yeah this is coming from someone that has spent almost $18k on parts but I'm speaking nothing but hard to hear truths.
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04-22-2014, 01:45 PM | #17 |
Don't Sleep on My V6
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This mentally is why no one waste time on the V6 lol proved my point. So don't ask for kits or parts if your going to wait 4-5 years to play.
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04-22-2014, 01:51 PM | #18 | |
Drives: 11 F150 EB/13 Sonic RS/15 Z06 Join Date: Sep 2010
Location: Little Rock, AR
Posts: 7,129
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That being said, with proper fueling and VVT tuning I don't see why 12 psi will be too much for the LLT internals. The issue will be if the HPFP can supply enough fuel to support the CFM delivered at that pressure. We do know the pump for the LLT doesn't flow as much as the one for the LFX, so that will probably be the limiting factor.
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04-22-2014, 04:25 PM | #19 |
Drives: 4x4 Turbo Join Date: Jun 2012
Location: Germany
Posts: 136
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Hello !
you can put big HPFPumps into the LLT and run 200Bar Rail pressure ... the ECU is cutting OFF injection timing after 5000 RPM to run the engine lean to AFR14.x and there is actual NO FIX in the HPT system for that ! That is the experiance from a calibration try at an IFP SC system with HPT from what i was told last week ! greets ASH@IPF-TUNING |
04-22-2014, 05:02 PM | #20 |
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Yeah it basically is. But on the other hand I'm trying to save enough money hopefully in the next 4 months to get my hands on the IPS TT kit! I could care less about warranty
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04-22-2014, 05:04 PM | #21 |
Drives: 11 F150 EB/13 Sonic RS/15 Z06 Join Date: Sep 2010
Location: Little Rock, AR
Posts: 7,129
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That's the right attitude. If it hasn't broke by now it probably ain't gonna break.
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04-22-2014, 06:45 PM | #22 | |
Drives: '13 2LT/RS Twin Turbo Join Date: Aug 2012
Location: Edmond, Oklahoma
Posts: 3,073
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I really dont even care about the peak hp numbers and all that I just want what will the most fun on the street.. I wont be going to the drag strip just everyday driving fun! Thats one thing that I like about hp turbines dyno is how early the power and torque come in. The ipf supercharger doesnt seem to do much until 4k and up.. I like the low end torque of the turbos. Seems like it would be alot more fun. Its just scary for a guy like me thats not loaded to spend $7k on something not knowing for sure how it would work out. From what I can tell hp turbine loves his kit but hes just one guy. Id hate to have a ton of problems with it after the fact with the mail order tuning and all, im in Oklahoma so its not like I would be able to take my car in there and problem solve anything. Your car is awesome btw!!! |
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04-22-2014, 07:42 PM | #23 |
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I agree with Cisco. Lots of ppl saying "I can't wait for such and such FI system...yada yada yada. I tried the "RX kit" (a term used in a most generous way) and can confirm that the "world leader in FI" that made it sucks at everything including life. I have the IPF kit which actually does work. I'm moderately happy with the tune but it certainly could be better.
I think the reality is that most V6 guys have great intentions but just don't have the money so products trickle to the V6 market. This crappy economy certainly doesn't help either. I'm hoping that in a few more years, our LLT's will have depreciated enough to make them a more attractive platform to mod but it has a few strikes against it. 1. Only 2 years of production so are there enough of them? 2. Bosch ECU 3. They are heavy cars. Personally, I love mine. It sounds great, is quick enough to play with most street cars and is very comfortable on long trips. Only time will tell how this all shapes out but unless more customers step forward, we all may continue to be disappointed with our options.
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IPF supercharger kit, IPF tune, SW LT's, R. Tech HFC's, ARK DT-S catback, SS Brembo brake upgrade, BC Racing adjustable coilovers, Hurst STS, Pfadt rear arm package, Pfadt adjustable sways & end links, Pfadt diff bushings, BMR rear cradle full kit blk bezels,SS diffuser, Innovate gauges.
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04-22-2014, 07:47 PM | #24 | |
Don't Sleep on My V6
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Sent from my Samsung Galaxy Note 3
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04-22-2014, 09:00 PM | #25 | |
Drives: 2010, 2000, 1971 Camaros Join Date: May 2010
Location: Hawaii
Posts: 535
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I guess that answers your question Faberge. |
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04-22-2014, 09:22 PM | #26 | |
Drives: 11 F150 EB/13 Sonic RS/15 Z06 Join Date: Sep 2010
Location: Little Rock, AR
Posts: 7,129
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Sent from my GT-N8013 using Tapatalk
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04-24-2014, 08:33 AM | #27 |
Master of Nothings
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I like the sound of this but can someone clarify why a turbo system is better than a S/C? Or is it just preference?
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2010 Chevrolet Camaro 2LT/RS |
04-24-2014, 08:43 AM | #28 | |
Drives: 11 F150 EB/13 Sonic RS/15 Z06 Join Date: Sep 2010
Location: Little Rock, AR
Posts: 7,129
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1) You can adjust the boost with a push of a few buttons 2) You can choose different turbos to give you different power curves 3) Less parasitic loss The advantages of the S/C as I seem them (but someone that has one should chime in) are: 1) Easy installation and removal 2) Linear power increase (although you can get this with the right turbos) 3) No clearance issues below the car 4) No oil return issues
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