05-26-2020, 06:37 PM | #15 |
Drives: 2022 Lt1 A10 Join Date: Nov 2015
Location: clark, mo
Posts: 8,860
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As Mike remembers how critical it was on mine to relieve crank case ventilation but it doesn't have to be aftermarket. Just bigger hoses helps a lot back to the valve covers from GMs system and to the elbow on the TB to air box. I think the stock hoses are 3/8 and we went to 5/8s as he recommended. I know it doesn't sound like much but it does help relieve pressure especially when you go past 13-14 lbs. .
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2022 Lt1 6.2 A10, Maggie 2300, THPSI Port Inj/10 rib, Rotofab, E, Nickey, SCOL, Griptech, RC Bandits, Hoosiers/MT 9.80@142.96 1.44 60ft, 6.34@112 707/669 RWHP/TRQ. 16SS Maggie 2650 9.41@147 1.35 60ft, 5.99@119. 16 C7 A8 10.90@128 Bolt on stuff
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05-27-2020, 09:58 AM | #16 |
Drives: 2017 Camero ZL1 Join Date: Nov 2015
Location: Texas
Posts: 130
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Though I'm sure this isn't cheap the gains made here from the blower alone and E are mighty impressive. Would be interested to see this setup on a bolt-on ZL1 800+ on E with stock internals sounds plausible.
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2017 ZL1 A10
Dyno/Quarter Mile/Dragy 9.71@141.2 MPH so far. 2007 Z06 H/C/I/E Half Mile - 169 MPH. Sold. |
05-27-2020, 10:14 AM | #17 |
Drives: 2022 Lt1 A10 Join Date: Nov 2015
Location: clark, mo
Posts: 8,860
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I think that's easily achievable with the 2650R.
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2022 Lt1 6.2 A10, Maggie 2300, THPSI Port Inj/10 rib, Rotofab, E, Nickey, SCOL, Griptech, RC Bandits, Hoosiers/MT 9.80@142.96 1.44 60ft, 6.34@112 707/669 RWHP/TRQ. 16SS Maggie 2650 9.41@147 1.35 60ft, 5.99@119. 16 C7 A8 10.90@128 Bolt on stuff
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05-27-2020, 03:13 PM | #18 | |
Drives: 2015 C7 Z06 M7 Join Date: Dec 2012
Location: So-Cal
Posts: 654
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Quote:
My son's Camaro is pretty much limited by the stock throttle body and factory airbox at this point. We did bring an 80mm with us to the dyno, but I know from experience that we'd need a bigger throttle body to feed the blower at this power level so we didn't try the smaller pulley. His camaro makes a touch under 14 psi while my Z06 is running the same pulley combination with the bigger TB and CAI makes 15.5 psi. My Z06 has made as much as 818 STP RWHP (~780 SAE) with the following mods : TVS 2650 with 85mm pulley 91 octane pump Lucas octane boost 1600 cc/min water/meth 102mm throttle body GM performance CAI (with 5" intake tube) all else stock Hitting over 800 RWHP SAE on an otherwise stock LT4 engine should be in reach on E. |
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05-27-2020, 09:52 PM | #19 |
Drives: ZL1 1LE Join Date: Oct 2018
Location: NYC (almost)
Posts: 339
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Happy to offer up my LT4 One more time for research purposes
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05-28-2020, 12:39 AM | #20 |
Drives: 2015 C7 Z06 M7 Join Date: Dec 2012
Location: So-Cal
Posts: 654
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06-01-2020, 08:59 PM | #21 |
Drives: 17 Camaro SS Join Date: Nov 2019
Location: Central VA
Posts: 117
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I know you don't have "forged" pistons but they are stronger than regular cast pistons. What you need to worry about is cylinder heat. That causes the rings to expand and if the ends meet it breaks the pistons.
I'm planning on a Magnuson SC and will probably go with the 2600 Heart Beat to avoid too much boost. Meth injection will lower temps a lot so that may be your next upgrade lol
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Flow Tech axle back, Roto-Fab, Nick Williams 103, AEM Wide Band, Defrost vent pod, billet catch can, BBK long tube headers and NGK LTR6GP, #90198, one step colder, Magnuson 2650, Snow Performance water/methanol injection. (Also tune myself w/HPTuners)
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06-02-2020, 11:29 PM | #22 |
Drives: 2015 C7 Z06 M7 Join Date: Dec 2012
Location: So-Cal
Posts: 654
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06-03-2020, 12:29 AM | #23 | |
Drives: 2015 C7 Z06 M7 Join Date: Dec 2012
Location: So-Cal
Posts: 654
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Quote:
While meth helps with IAT and Octane (knock limit), since it is a fuel and it burns, it doesn't do much for combustion temp which is what causes the rings to butt together. Combustion temp is at least 15x higher than IAT so reducing inlet air temp by 30-50 degrees is almost negligible in relation to peak combustion temp (about 2% temp decrease). Adiabatic flame temperature is slightly lower for M1, but again not enough to make a huge temperature change. To control combustion temperature, a good option is water. Water (in the correct amount) will enter the combustion chamber as a liquid and be converted to steam during the compression and power strokes pulling heat - equivalent to it's latent heat a vaporization - from the combustion process. This will slightly impact power but significantly reduce combustion (and piston) temperature. Results of this can be easily seen in the exhaust gas temperature. On the engine dyno the LT1 with 91 pump and straight meth injected at a rate of 1000cc/min making about 700 flywheel HP has an exhaust temp of about 1800 degrees at the end of the pull. Switching to a 60/40 meth/water solution and increasing the flow to 1600 cc/min allowed us maintain our same fueling and add about 600cc/min of water. With the water/meth mixture we lost about 7-8 HP (about 1%) while EGT (exhaust gas temperature) dropped from 1800F to 1450F which goes a long way to protects internal components like pistons and exhaust valves. This is the reason water injection was used in the aircraft - for protection purposes at high specific engine outputs. Methanol was added for the same reason it's used in windshield washer systems - to keep the water from freezing. These engines were already running high octane leaded fuel (probably 115 octane) so the methanol was actually a lower octane than the gasoline they were running. With the LT engines, we're fuel limited and octane limited on pump gas so both the water and meth give benefits, finding the right mix is the key to reliably making big power on a stock engine. Unfortunately the systems aren't terribly reliable (pumps fail and we're carrying our engine life saving fuel in a windshield washer tank) so I prefer the E85 port solution over this. In our case with my son's Camaro, we have plenty of high octane fuel, so we're not fuel quantity or quality limited, but even so, the water injection might give us that little safety margin to drop to the next smaller size pulley (80mm). |
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06-25-2020, 09:26 AM | #24 |
Drives: 2018 Camaro SS Join Date: Sep 2009
Location: Oklahoma
Posts: 239
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Does this setup fit under a factory ZL1 hood without cutting?
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06-28-2020, 12:34 AM | #25 |
Drives: 2015 C7 Z06 M7 Join Date: Dec 2012
Location: So-Cal
Posts: 654
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06-28-2020, 06:56 AM | #26 |
Drives: 2022 Lt1 A10 Join Date: Nov 2015
Location: clark, mo
Posts: 8,860
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Probably doesn't raise it any higher then the Ebrock 2650. Can't say for sure.
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2022 Lt1 6.2 A10, Maggie 2300, THPSI Port Inj/10 rib, Rotofab, E, Nickey, SCOL, Griptech, RC Bandits, Hoosiers/MT 9.80@142.96 1.44 60ft, 6.34@112 707/669 RWHP/TRQ. 16SS Maggie 2650 9.41@147 1.35 60ft, 5.99@119. 16 C7 A8 10.90@128 Bolt on stuff
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06-28-2020, 09:54 AM | #27 |
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Drives: '21 Wild Cherry ZL1 Join Date: Aug 2018
Location: WI
Posts: 2,082
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Awesome.
Thanks for posting. Looking forward to the details on the port system. |
06-29-2020, 10:01 AM | #28 |
Petro-sexual
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Is this system on the lid, then?
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'20 ZL1 Black "Fury" A10, PDR, Exposed CF Extractor Magnuson Magnum DI TVS2650R // RFBG // Soler 103 // TooHighPSI Port Injection // THPSI Billet Lid // FF // Katech Drop-In // PLM Heat Exchanger // ZLE Cradle bushings // BMR Chassis-Suspension Stuff // aFe Bars // Diode Dynamics LEDs // ACS Composites Guards // CF Dash // Aeroforce // tint // other stuffs |
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