[clg82]

Originally Posted by SOCAL.M6.ZLE

Yes sir... email me at info@griffin-motorsports.com and we can work something out

Will do Gabe, gotta get this hood mount installed that I bought from you and will hit you up.

[clj94104]

Originally Posted by clg82

Yeah, honestly I probably should be looking at the 15" conversion kit for some traction.

This package (RSK369) is the cheapest way to get the full BMR rear end. Also pick up the BMR cradle lockout kit (BK063) and front rear of cradle braces (CB008).

No more wheel hop and the traction is night and day. I personally wouldn’t go 15” on the brakes, just my opinion.

[Patriot Motorsports USA]

Originally Posted by RobZL1

Not to knock upgraded cooling, but with the 2650 and the E-85, I don't know if you'll need much extra cooling.

The 2650 has substantially larger bricks, so they will overwhelm the stock system instantly in a long-pull situation and pretty much every other typical offering available due to the ratio of surface to surface area saturation versus actual dissipation of heat. When I designed my system, I calculated the volume of fluid in the Maggie and then created my setup to increase flow, but at the same time keep the fluid in the HX long enough that when it returned to the SC-Bricks, there was a substantial BTUs removal from the fluid before completing the loop.

As this is Gabe's thread, I will respect the nature of such and offer a better background of the cooling systems as they pertain to the LT4. Now he alone can backup the fact that when I began this journey, I was simply a N00b on this platform, but my hydraulics and thermodynamics Engineering from the aviation industry is what I have been using for scientific data to maximize the cooling. Gabe and I would chat via texts and dozens of phone calls... tossing ideas back and forth as to what should or even could be done at the time. I purchased one of the first 10 Impact bars to use on my build in a quest for cooler temps and solving a misfire issue that I eventually tracked down as a byproduct of the OEM Oil Cooler. Over the next few months, my time was consumed by my Real Job of building a $2mil Carbon Fiber Yacht and other factors, not track days.

My journey has been blessed by owning a shop, private access to well known and prominent race tracks and our Mustang Dyno based at our shop in the Atlanta area for testing... and a LOT of it. From 2008-2015, I was the Motorsports Director for several IMSA (Grand-Am) and ALMS racing teams which afforded me contacts in the racing industry... it has been some years, but along with my ZLE Journey, I have reached out to many of such contacts to get a better insight to the thought processes of how the LT4 specifically has been engineered and specifically the oil/cooling systems. Everything I have designed is based on this education, testing and results.

Lately, Jeremy Lowder has been running GridLife in the Track Battle Unlimited class and I have been in the TrackMod class running CMP, Road Atlanta, Road America, Charlotte, Grattan and this weekend we're at Lime Rock Park. As of now, there has not been one LT4 powered ZLE Camaro at any of these events run a faster, more consistent lap time in practice, qualifying or competition.

I applaud Gabe for his vision, his tenacity and the contributions he has made to the 6thGen Camaro platform. His company has definitely networked with dozens of industry icons focusing on ultimate dyno power for street or drag racing with great results. My vision is reliability, beating the living dog_hit out of the car on a road course for 20+ minutes or until the Low Fuel light comes on without losing a bit of power. "A Rising Tide Raises All Ships" and I am a Captain... so maybe I will see some of you at the track or come join me for the Offshore boat races in Key West November 2-10!!

[Evansa22]

Originally Posted by clg82

Will do Gabe, gotta get this hood mount installed that I bought from you and will hit you up.

Their's actually a video for the install if you need help

But a quick not if you don't want to watch the video, the hardest thing is breaking the seal between the rain guard and actual hood. It's double sided tape or a foam barrier and is kind of stubborn. I used a plastic shim I had laying around and some dish soap to help break it loose without scratching the paint.

[Joshinator99]

Originally Posted by Patriot Motorsports USA

The 2650 has substantially larger bricks, so they will overwhelm the stock system instantly in a long-pull situation and pretty much every other typical offering available due to the ratio of surface to surface area saturation versus actual dissipation of heat.

100% spot on. You want to upgrade your front mounted heat exchangers so that they can match what the 2650/3.0 blower bricks are capable of removing for heat (they can handle a substantial amount of BTU). Then make sure you’re pumping enough water as well, since that intercooler system capability needs to match the bricks and HXs as well or you’ll have another weak link.

[clg82]

Originally Posted by Joshinator99

100% spot on. You want to upgrade your front mounted heat exchangers so that they can match what the 2650/3.0 blower bricks are capable of removing for heat (they can handle a substantial amount of BTU). Then make sure you’re pumping enough water as well, since that intercooler system capability needs to match the bricks and HXs as well or you’ll have another weak link.

Any idea which package will help accomplish this?

[Joshinator99]

Originally Posted by clg82

Any idea which package will help accomplish this?

Gabe’s triple heat exchanger package is great. I’ve got the AFCO triple HX setup and that works too (Gabe’s system wasn’t out yet when I did my upgrade). Get yourself a Pierburg CWA150 pump and you’ll be in great shape. A small reservoir that mounts up high helps get air out if the loop. I use the Whipple reservoir but anything along that line will work.

[Patriot Motorsports USA]

Originally Posted by clg82

Any idea which package will help accomplish this?

Yes, I engineered a full package for this and it the only one proven 100% effective with over 13k miles on a dyno and race track. We just finished another incredible race on the podium at GridLife Track Battle Unlimited class Lime Rock in Connecticut this past weekend!! Just another Track Battle event without any mechanical, cooling issues or loss of power as the fastest ZL1-1LE Camaro finishing mere fractions of a second behind two of the fastest C6 & C7, most prepped Corvettes in the World... weighing-in >500# less than a Camaro built with full cage, fuel system and fire suppression to meet the Pikes Peak Safety Regulations.

I was hoping to see Ted Jannetty there since his shop is less than an hour away and would've been great to have his insight with our HPTuners sponsored entry.

Send me a DM or check out our website for more details on proven cooling packages and how to implement what we have designed to work for you.

.

[clg82]

Originally Posted by Patriot Motorsports USA

Yes, I engineered a full package for this and it the only one proven 100% effective with over 13k miles on a dyno and race track. We just finished another incredible race on the podium at GridLife Track Battle Unlimited class Lime Rock in Connecticut this past weekend!! Just another Track Battle event without any mechanical, cooling issues or loss of power as the fastest ZL1-1LE Camaro finishing mere fractions of a second behind two of the fastest C6 & C7, most prepped Corvettes in the World... weighing-in >500# less than a Camaro built with full cage, fuel system and fire suppression to meet the Pikes Peak Safety Regulations.

I was hoping to see Ted Jannetty there since his shop is less than an hour away and would've been great to have his insight with our HPTuners sponsored entry.

Send me a DM or check out our website for more details on proven cooling packages and how to implement what we have designed to work for you.

.

Who you trying to fool with the new logon ZLElvira

[Patriot Motorsports USA]

Originally Posted by clg82

Who you trying to fool with the new logon ZLElvira

Just taking things to the next level...

[radz28]

No Sponsor advertising in another Sponsor's thread. Tread carefully...

[SOCAL.M6.ZLE]

Originally Posted by Joshinator99

Gabe’s triple heat exchanger package is great. I’ve got the AFCO triple HX setup and that works too (Gabe’s system wasn’t out yet when I did my upgrade). Get yourself a Pierburg CWA150 pump and you’ll be in great shape. A small reservoir that mounts up high helps get air out if the loop. I use the Whipple reservoir but anything along that line will work.

Thanks Josh, I agree.... these cars need more GPM flow from the HX system, especially at your power level. We have been able to squeeze alot out of the OEM pump this year, but we just need more flow to really be effective at the higher RPMS. BMW has clearly invested alot here, and has seen great performance from their variable flow rate PWM controlled pumps.

I think I will be playing with the CWA150 next

[SOCAL.M6.ZLE]

Originally Posted by Patriot Motorsports USA

The 2650 has substantially larger bricks, so they will overwhelm the stock system instantly in a long-pull situation and pretty much every other typical offering available due to the ratio of surface to surface area saturation versus actual dissipation of heat. When I designed my system, I calculated the volume of fluid in the Maggie and then created my setup to increase flow, but at the same time keep the fluid in the HX long enough that when it returned to the SC-Bricks, there was a substantial BTUs removal from the fluid before completing the loop.

As this is Gabe's thread, I will respect the nature of such and offer a better background of the cooling systems as they pertain to the LT4. Now he alone can backup the fact that when I began this journey, I was simply a N00b on this platform, but my hydraulics and thermodynamics Engineering from the aviation industry is what I have been using for scientific data to maximize the cooling. Gabe and I would chat via texts and dozens of phone calls... tossing ideas back and forth as to what should or even could be done at the time. I purchased one of the first 10 Impact bars to use on my build in a quest for cooler temps and solving a misfire issue that I eventually tracked down as a byproduct of the OEM Oil Cooler. Over the next few months, my time was consumed by my Real Job of building a $2mil Carbon Fiber Yacht and other factors, not track days.

My journey has been blessed by owning a shop, private access to well known and prominent race tracks and our Mustang Dyno based at our shop in the Atlanta area for testing... and a LOT of it. From 2008-2015, I was the Motorsports Director for several IMSA (Grand-Am) and ALMS racing teams which afforded me contacts in the racing industry... it has been some years, but along with my ZLE Journey, I have reached out to many of such contacts to get a better insight to the thought processes of how the LT4 specifically has been engineered and specifically the oil/cooling systems. Everything I have designed is based on this education, testing and results.

Lately, Jeremy Lowder has been running GridLife in the Track Battle Unlimited class and I have been in the TrackMod class running CMP, Road Atlanta, Road America, Charlotte, Grattan and this weekend we're at Lime Rock Park. As of now, there has not been one LT4 powered ZLE Camaro at any of these events run a faster, more consistent lap time in practice, qualifying or competition.

I applaud Gabe for his vision, his tenacity and the contributions he has made to the 6thGen Camaro platform. His company has definitely networked with dozens of industry icons focusing on ultimate dyno power for street or drag racing with great results. My vision is reliability, beating the living dog_hit out of the car on a road course for 20+ minutes or until the Low Fuel light comes on without losing a bit of power. "A Rising Tide Raises All Ships" and I am a Captain... so maybe I will see some of you at the track or come join me for the Offshore boat races in Key West November 2-10!!

Well said on all fronts. As great as the Maggie bricks are, on higher HP builds they can very quickly oversaturate the HX fluid which simply pushes the weak leak to the lack of OEM HX system volume and efficiency. Luckily it's not hard to beef up the rest of the system.

I appreciate your applause, and will be the first to say that your background and experience are tremendous... and one that many of us would dream to have been apart of some of it. We look forward to watching your solutions develop, and learning from you along the way.

I spent alot of years on LS1tech back when I was building my old NA 4th Gens and it didnt take long to realize the benefit of knowledge sharing, and the value of honesty, respect and candidness. There are always alot of guys uncomfortable sharing their fails, and only share their wins... and that hurts everyone, who might be making the same mistake. I have so much respect for the majority of the Camaro.6 community who invest alot of time testing, sharing, researching for others gain, and taking time out of their day to help others.... in order to strengthen the community.

I would like to echo your final sentiment.... "Rising Tides Raise All Ships"
Cheers to GOING FASTER and STAYING COOLER

[Joshinator99]

Originally Posted by SOCAL.M6.ZLE

Thanks Josh, I agree.... these cars need more GPM flow from the HX system, especially at your power level. We have been able to squeeze alot out of the OEM pump this year, but we just need more flow to really be effective at the higher RPMS. BMW has clearly invested alot here, and has seen great performance from their variable flow rate PWM controlled pumps.

I think I will be playing with the CWA150 next

Gabe, I know you’re all in on collecting data from your intercooler circuit so you should be able to determine temperature delta T across the heat exchangers involved. This will help determine correct flow rate. In commercial HVAC chilled water systems we normally target a 10 degree differential so that might be a decent starting point and suspect that will take a decent flow rate to achieve. An OEM pump is probably a 40 degree difference through the bricks of a 2650/3.0 since the pump is undersized. Real data will help us nail this down.