Homepage Garage Wiki Register Members List Social Groups Calendar Search Today's Posts Mark Forums Read
#Camaro6
Go Back   CAMARO6 > Engine | Drivetrain | Powertrain Technical Discussions > Forced Induction Discussions


Phastek Performance


Post Reply
 
Thread Tools
Old 05-26-2020, 06:37 PM   #15
laynlo15
 
laynlo15's Avatar
 
Drives: 2016 1ss A8, Npp
Join Date: Nov 2015
Location: clark, mo
Posts: 5,807
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. .
__________________
2016 Camaro 6.2, Magnuson 2650 Heartbreaker, RotoFab, Lt4 short block (stock) BTR Cam kit, stock heads, stock trans/converter/diff. Kentshotrodgarage (M/T,Hoosier, Racestar Wheels), RPM RB, DSS, Gforce, Griptec Pulley Best 9.41@146 Best MPH 149 1/4 5.99@119 Best MPH 120 Best 60' 1.35.
laynlo15 is offline   Reply With Quote
Old 05-27-2020, 09:58 AM   #16
newchevyman
 
Drives: 2017 Camero ZL1
Join Date: Nov 2015
Location: Texas
Posts: 81
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.
__________________
2017 ZL1 A10
Rotofab|2" Stainless Works|Innovators West 9.1" pulley
Signature SV502s|BMR lockout kit

2007 Z06 H/C/I/E -sold
newchevyman is offline   Reply With Quote
Old 05-27-2020, 10:14 AM   #17
laynlo15
 
laynlo15's Avatar
 
Drives: 2016 1ss A8, Npp
Join Date: Nov 2015
Location: clark, mo
Posts: 5,807
I think that's easily achievable with the 2650R.
__________________
2016 Camaro 6.2, Magnuson 2650 Heartbreaker, RotoFab, Lt4 short block (stock) BTR Cam kit, stock heads, stock trans/converter/diff. Kentshotrodgarage (M/T,Hoosier, Racestar Wheels), RPM RB, DSS, Gforce, Griptec Pulley Best 9.41@146 Best MPH 149 1/4 5.99@119 Best MPH 120 Best 60' 1.35.
laynlo15 is offline   Reply With Quote
Old 05-27-2020, 03:13 PM   #18
toohighpsi
 
Drives: 2015 C7 Z06 M7
Join Date: Dec 2012
Location: So-Cal
Posts: 524
Quote:
Originally Posted by newchevyman View Post
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.
I'll let you know soon, we'll be cutting chips on parts for my LT4 later this week.

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.
toohighpsi is offline   Reply With Quote
Old 05-27-2020, 09:52 PM   #19
SienarSystems
 
SienarSystems's Avatar
 
Drives: ZL1 1LE
Join Date: Oct 2018
Location: SF Bay Area
Posts: 271
Happy to offer up my LT4 One more time for research purposes
__________________
Magnuson 2650
SienarSystems is offline   Reply With Quote
Old 05-28-2020, 12:39 AM   #20
toohighpsi
 
Drives: 2015 C7 Z06 M7
Join Date: Dec 2012
Location: So-Cal
Posts: 524
Quote:
Originally Posted by z28pat View Post
Those are great numbers , what kinda boost did it run when it was doing 128mph?
The car was running the stock 110mm TVS 2650 pulley which made a peak of 153 kPa (7.8 psi) of boost at 6500 rpm.
toohighpsi is offline   Reply With Quote
Old 06-01-2020, 08:59 PM   #21
DannyC
 
Drives: 17 Camaro SS
Join Date: Nov 2019
Location: Central VA
Posts: 54
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
__________________
Flow Tech axle back, Roto-Fab, Soler 95mm ported TB, AEM Wide Band, Defrost vent pod, billet catch can, BBK long tube headers and NGK LTR6GP, #90198. One step colder.
DannyC is offline   Reply With Quote
Old 06-02-2020, 11:29 PM   #22
toohighpsi
 
Drives: 2015 C7 Z06 M7
Join Date: Dec 2012
Location: So-Cal
Posts: 524
Quote:
Originally Posted by SienarSystems View Post
Happy to offer up my LT4 One more time for research purposes
Noted...
toohighpsi is offline   Reply With Quote
Old Yesterday, 12:29 AM   #23
toohighpsi
 
Drives: 2015 C7 Z06 M7
Join Date: Dec 2012
Location: So-Cal
Posts: 524
Quote:
Originally Posted by DannyC View Post
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
Have meth on my Z06, can't wait to add port and get rid of it, too much hassle for a daily driver. If we feel additional cooling is necessary we'll add water injection (no meth).

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).
toohighpsi is offline   Reply With Quote
 
Post Reply

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


All times are GMT -5. The time now is 12:49 PM.


Powered by vBulletin® Version 3.8.9 Beta 4
Copyright ©2000 - 2020, vBulletin Solutions, Inc.