[Dustya]

Originally Posted by Bigalan7

Hello
My 2015 Camaro V6 2lt with 9000 miles on it, is in the shop getting a OverKill Supercharger system right now as of 3\16\17 . Should have some dyno numbers and track times soon. This system is top notch and Will and Tracy are great guys to work with. Don't wait for the rush, get your system now and start having fun as I will real soon.
I will keep you all posted and get the details of my car to you all soon.
OK
Thanx
Alan from Florida

NICE man have fun with your build. Keep in mind this is camaro 6 forums we are very interested to see your numbers but you should also post in the camaro 5 forums as you have a 5th gen.

[willoverkill]

Originally Posted by Dustya

Do you have any expectation for degradation of internals for a daily driver ? I understand you are putting more stress on the engine so please don't reply with mod at your own risk or whatever I am more looking for reliability of supercharging a daily and what to expect to break first if its going to kind of answer.

Any mod will decrease the overall life expectancy of an engine, must start with that simple fact. We know however on the LFX that it's very happy holding the horsepower numbers of 400-450 wheel horsepower, from the cars that have been supercharged for a couple of years with the old discontinued system. I don't anticipate any increased fragility from the LGX, nor would I suggest it will hold more horsepower, but I will suggest that it should be just as happy holding the power of our base supercharger kit without issues of piston failures or connecting rod failures etc.

If you're not running synthetic oil, you should be with a supercharged vehicle, you absolutely should. Just about any synthetic is good if you change based on the factory oil life counter or sooner, I run Amsoil. Mandating this requirement is good for engine life.

There are a few ways that this kit will improve engine life though over doing nothing at all:
1) The catch can system. Unlike all current LGX catch can systems that I'm aware of, the Overkill supercharger system will reintroduce a vacuum sourced PCV system that was eliminated from factory. The combination of intake manifold vacuum and supercharger inlet vacuum will continue to draw a vacuum for crankcase air, and is compensated for in the tuning. This will help prevent the buildup of positive crankcase pressure which can blow oil past the control rings and into the combustion chambers, and catch and collect oil vapours.
2) For automatics, the Overkill tuning will disable the displacement on demand. While I understand and appreciate the intention of DOD, what it does when active is close both the intake and exhaust valves, which combined with the constant up and down motion of the pistons creates a vacuum in the combustion chambers. This vacuum will suck oil up above the pistons and then burn it when the cylinders reactivate. Look on truck or LS4 discussion groups and you'll see mention of a puff of blue smoke on the highway when it reactivates, it gets that bad as the engines age. Disabling DoD is a positive improvement in engine life, for a small negative in fuel mileage.

I hope that helps. My bottom line is I have no concerns about engine life on our supercharged setup, once the setup is fully tuned, running 91 octane or higher only, and if running synthetic oil and properly following maintenance intervals.

[monkeychops]

Originally Posted by Bigalan7

Hello
My 2015 Camaro V6 2lt with 9000 miles on it, is in the shop getting a OverKill Supercharger system right now as of 3\16\17 . Should have some dyno numbers and track times soon. This system is top notch and Will and Tracy are great guys to work with. Don't wait for the rush, get your system now and start having fun as I will real soon.
I will keep you all posted and get the details of my car to you all soon.
OK
Thanx
Alan from Florida

who and how much to install?

[Dustya]

Able to tune and run with E85 ?

[willoverkill]

Originally Posted by monkeychops

who and how much to install?

Our development shop in Bradenton Florida is doing installations on these kits.

Able to tune and run with E85 ?

We'll see, the LGX has a better high pressure fuel pump than the LFX, we couldn't on the LFX but I'm more hopeful on the LGX.

[SoCO 719]

MyneS had your system installed and said they had to order a fuel pump from a Cadillac ATS-V because he wasn't getting enough fuel to the system. So could an e85 tune be done with that fuel pump installed?

[cellsafemode]

Originally Posted by willoverkill

1) The catch can system. Unlike all current LGX catch can systems that I'm aware of, the Overkill supercharger system will reintroduce a vacuum sourced PCV system that was eliminated from factory. The combination of intake manifold vacuum and supercharger inlet vacuum will continue to draw a vacuum for crankcase air, and is compensated for in the tuning. This will help prevent the buildup of positive crankcase pressure which can blow oil past the control rings and into the combustion chambers, and catch and collect oil vapours.
2) For automatics, the Overkill tuning will disable the displacement on demand. While I understand and appreciate the intention of DOD, what it does when active is close both the intake and exhaust valves, which combined with the constant up and down motion of the pistons creates a vacuum in the combustion chambers. This vacuum will suck oil up above the pistons and then burn it when the cylinders reactivate. Look on truck or LS4 discussion groups and you'll see mention of a puff of blue smoke on the highway when it reactivates, it gets that bad as the engines age. Disabling DoD is a positive improvement in engine life, for a small negative in fuel mileage.

I hope that helps. My bottom line is I have no concerns about engine life on our supercharged setup, once the setup is fully tuned, running 91 octane or higher only, and if running synthetic oil and properly following maintenance intervals.

I have issues with #2. The way the DOD is supposed to work in the Lgx is it traps air in the chamber and the piston will use this to spring up and down as the crank rotates. There shouldn't be a vacuum or there would be no spring action and the system wouldn't work correctly.

My only issue with #1 is that building up pressure in the PCV system is only possible when you're boosting the intake and the pcv is dumping into that boosted portion. It shouldn't be possible to build up positive pressure otherwise since it's supposed to vent to the intake (which is always low or at ambient air pressure). So yea, most of the catch can systems out wont have that extra vacuum setup because it's not needed.

edit: also, yes, super jelly i dont have a SC'd v6. but DOD, even with just losing 2 cylinders definitely makes a noticeable impact on mileage and it would be a shame to lose that option (i can switch mine on / off by switching between sport and touring due to my tune).

[willoverkill]

Originally Posted by cellsafemode

I have issues with #2. The way the DOD is supposed to work in the Lgx is it traps air in the chamber and the piston will use this to spring up and down as the crank rotates. There shouldn't be a vacuum or there would be no spring action and the system wouldn't work correctly.

My only issue with #1 is that building up pressure in the PCV system is only possible when you're boosting the intake and the pcv is dumping into that boosted portion. It shouldn't be possible to build up positive pressure otherwise since it's supposed to vent to the intake (which is always low or at ambient air pressure). So yea, most of the catch can systems out wont have that extra vacuum setup because it's not needed.

edit: also, yes, super jelly i dont have a SC'd v6. but DOD, even with just losing 2 cylinders definitely makes a noticeable impact on mileage and it would be a shame to lose that option (i can switch mine on / off by switching between sport and touring due to my tune).

Regarding #2, the up and down motion eventually creates a vacuum that will draw oil up from the crankcase as the engines start to wear. It's a simple inevitable in the majority of cases. Tuning hundreds of LS4s in particular, I get many tune customers for the simple procedure of disabling the AFM system, and it fixes the issues of excessive oil consumption by having it run in on all cylinders all the time.

During testing, I struggled mightily to keep the engine in AFM. Only under coasting and the lightest of throttle applications could it stay active. I don't anticipate most seeing a loss in mileage. However you can certainly request that it stay enabled and I'll oblige. Will recommend consistent fuel cleaners used to ensure the cylinders and plugs stay clean.

#1, Elite Engineering would be best to describe how and why its still needed. The simple working theory right now is that by eliminating the vac source it fixes the issue of the dirty side sucking up oil vapors, however by going to a breather vent only system its back to the issues of decades ago before vacuum PCV systems of positive crankcase pressure buildup from the pulses created with the up and down of the pistons. I've been told by people smarter on the physics of all of this that those issues faced back then will arise again today with this setup, and reintroducing a vac source with a catch can would be a positive change.

Originally Posted by SoCO 719

MyneS had your system installed and said they had to order a fuel pump from a Cadillac ATS-V because he wasn't getting enough fuel to the system. So could an e85 tune be done with that fuel pump installed?

That's for the in-tank pump. We need to upgrade those on the 5th gens at 10psi as well so no real surprise. The high pressure pump that creates nearly 3000psi of fuel pressure is the big question, and the limiting item on 450+ wheel horsepower LFXs even on gasoline, nevermind the supply demands of E85. The LGX we'll have to find all of this out still, the goal certainly is to be able to run E85, whether it'll require additional hardware upgrades we'll have to see.

[Elite Engineering]

First, one must understand how the PCV system works on the new LGX V6 from GM. In an attempt to reduce the rate of intake valve coking (which most remember GM claimed was not occurring in the past) they have eliminated the "positive" function of the PCV system so no intake manifold vacuum is now used, they only allow pressure to build (which is never good) and vent into the main intake air bridge. This comes from the rear of the engine to the intake air bridge assy around the driver side. (not to be confused with the sound symposer manual speaker to amplify intake whoosh to the firewall). This has a slight impact on the rate of coking, bust the trade-off is a greatly shortened engine life from leaving the contaminates in the crankcase to contaminate the engine oil, and it also increases the amount of blow-by due to the low-tension rings no longer maintaining proper stability (oil consumption issues are one symptom). So this is even more critical than ever before with the LLT and LFX earlier versions of the 3.6L GDI engine. The way it is now pressure is always present and there is nothing good with pressure in the crankcase as the existing dirty/foul side is not providing effective or sufficient suction

The clean, or fresh side comes from the same area in the air bridge and splits to both valve covers. The Elite E2 or E2-X systems for the new LGX restores the positive function once again using intake manifold vacuum for evacuation when at idle, deceleration and light cruise. We also use the existing Venturi fitting for evacuation when accelerating or at WOT so the contaminates are now removed at all running modes. All engines have some blow-by, so the move by GM is a giant step backwards in engine longevity in an attempt to reduce the rate of intake valve coking.

Here is a picture of the valves on a new LGX with only a few thousand miles on it. It is definitely less than a LFX or LLT engine would be at the same miles, but is still alarming:




Now some may think " That doesn’t look bad" and your right, but this is a nearly new engine, and if you look at how GM designed the valves, every aspect of the shape and finish of the valve is critical, and that has already been altered, and will only get worse.

When supercharging with a centrifugal blower like this, or a turbo (any FI that pressurizes the IM) it is critical to use 2 separate evacuation suction sources to provide proper evacuation as you never want pressure to build. The check valves will prevent any boost from entering the crankcase via the PCV system as well as automatically default to the strongest suction available at any time.

Hope this helps!

Elite Engineering USA

[Dustya]

Originally Posted by SoCO 719

MyneS had your system installed and said they had to order a fuel pump from a Cadillac ATS-V because he wasn't getting enough fuel to the system. So could an e85 tune be done with that fuel pump installed?

How much PSI is he running ? Should we just be upgrading the in tank pump anyways ?

[willoverkill]

Originally Posted by Dustya

How much PSI is he running ? Should we just be upgrading the in tank pump anyways ?

Nacol is running 10psi. She'll be having the upgraded pump I ordered for her installed first thing next week to my knowledge, at which point I hope we can complete the tuning on the vehicle. No more misfires with the right plugs, but it then exposed the fuel pump upgrade requirement.

We'll do a base kit at around 8psi, the car would dyno better now with less boost keeping the fuel pump in spec, and have the 10-11psi upgrade with a fuel pump as the Stage 2 kit. We do similar on the 5th gen kits as well.

[Dustya]

Originally Posted by willoverkill

Our development shop in Bradenton Florida is doing installations on these kits.



We'll see, the LGX has a better high pressure fuel pump than the LFX, we couldn't on the LFX but I'm more hopeful on the LGX.

I will put e85 on back burner then def want the supercharger but need to wait post warranty mileage which is soon. I could have swore you said you guys were in south florida somewhere.

Will ported throttle body pose any issues ? what happens with the CAI ? knowing im going to get the supercharger kit should I put stock back on and keep my GM performance CAI almost new for resale ?

Sorry for the billion questions!

[monkeychops]

Originally Posted by PolynesianPowerhouse

I just have one request.... put some times in the v6 1/4 miles gimmick on the forums. I know there's faster guys out there than my slow ass efforts, cause I'm not even good at drag racing. But So far I've been the only one that added times though...

not anymore.

ADDED

[willoverkill]

Dyno testing and tune development is complete on the 2016 kit. 366.5 wheel horsepower is the final number of the BASE kit, running 8.5 psi. This is the result we were expecting, this car put down 263.9 at the wheels factory so this is a full 100 wheel horsepower gain!

There's nothing modified to this Camaro except for the supercharger kit. The exhaust system is stock including the factory cat converters, the engine is fully stock inside, stock throttle body, etc. Running on pump gas.

This is what you should expect from a base kit on your 2016+. We'll work to show the roadpath to 400+ wheel horsepower with a Stage 2 kit which will include more boost, and hopefully the aftermarket will come through with downpipe upgrades. Nacol, who owns this car, might even be up for testing a prototype ported intake manifold and 80mm throttle body, and see the gains with boost.



We'll have the final parts back from anodizing at the end of this week, and kits will be ready to ship!