11-28-2019, 03:53 PM | #1 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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455 horsepower? not enough! 30 miles on the clock? Time to supercharge!
Note: This project is an open and blank canvas, suggestions welcome. If you have real technical knowledge or lessons learned, please post!
Supercharging project for a brand new 2019 Camaro (2019 because it's discounted and black because the front end of these model year cars leaves a little to be desired...) My intent is to push hard to 750 hp on the first build, and then ease up to 4 figures with upgrades. car: 2019 lt1 1le with 2ss pkg and 30 miles on the clock. I drove it home and began the teardown. If you want to jump in with a warranty comment, tuck it way down deep inside. Way down. I am the warranty. Plans? open, but I am leaning toward a Whipple. i like the concept of efficiency! 1000 crank HP goal Bottom end? looking at a reasonably priced home-built forged setup. Drop in pistons, rods, and rings are a possibility, but right now I am thinking fully forged crank, rods, pistons, balanced from the seller, and it will be at the stock cubic inches. I am also considering a compression ratio less than 10:1, but I would like to maintain squish features, flame front concepts for efficiency. If anyone has comments on whether the cylinders need a honing after those first 30 miles, please post! I am inclined to have the block fully inspected and dimensioned to identify potential problem areas. Cam? please provide input! I will be seeking streetable boost cam that will meet my horsepower goals and my inclination is a lift less than .600. I have run the donkey cams , have seen the decreased life associated, and prefer to avoid. In fact, it will probably be a Comp custom grind. Oh, and I will be adding a camshaft with an increased fuel profile. 116 LSA? Duration 228/236? ICL? Forthcoming! Porting? I'm unsure as to committing, as this has been a major project staller in the past as I can tend to procrastinate. If I port, I will be doing a simple job (casting edges, short side radius, etc....) and I will not be porting cylinders 7 and 8. Ill put in maybe an hour per cylinder. Short and sweet! I would prefer to avoid big price and big flow heads. I am a big fan of polishing the combustion chambers to reduce deposits and delay premature detonation due to buildup. This may be the only part I do, lol. A few cartridge wheels and a 15 min per, voila! Fueling? How far will an lt4 in-tank fuel pump go? What is a better starting frame of mind if i intend to hit 4 figures? Rocker arms? Stock will be shipped for a trunion upgrade, unless there is a smarter idea? Headers? Is 1 7/8 enough? I am thinking purchasing headers that are coated first as a priority, and stainless as a secondary consideration. manufacturer and suggestions welcome! Some purchase pics in following and upcoming posts! Last edited by danf1000; 11-29-2019 at 07:35 PM. |
11-28-2019, 04:29 PM | #2 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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Last edited by danf1000; 11-29-2019 at 07:03 PM. |
11-28-2019, 04:30 PM | #3 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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current progress
Last edited by danf1000; 11-29-2019 at 09:01 PM. |
11-29-2019, 10:59 AM | #4 |
Drives: 2018 Camaro 2SS A8 Join Date: Jul 2017
Location: East Tennessee
Posts: 11,602
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I like the gutsy approach, hope you can pull this one off
There was a good point in the other thread you started, the wheel/tire combo you are planning to use. Unless this is an all-out drag racing build, I don't know of anything that can put down the amount of power you want in a RWD setup and still be usable on the street. Heck, even my measly 560 rwhp takes drag radials, no "normal" street tire can handle it. So what's the plan there?
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2018 Camaro 2SS — G7E MX0 NPP F55 IO6
735 rwhp | 665 rwtq Magnuson TVS 2300 80mm pulley | Kooks 1 7/8" LT headers | JRE smooth idle terminator cam | LT4 FS & injectors | TSP forged pistons & rods JMS PowerMAX | DSX flex fuel kit | Roto-Fab CAI | Soler 95mm LT5 TB | 1LE wheels | 1LE brakes | BMR rear cradle lockout | JRE custom tune 1100 - 1/30/18 | 2000 - 1/31/18 3000 - 2/06/18 TPW 2/26/18 3400 - 2/19/18 | 3800 - 2/26/18 4300 - 2/27/18 | 4B00 - 3/01/18 4200 - 3/05/18 | 4800 - 3/14/18 5000 - 3/16/18 | 6000 - 3/19/18 |
11-29-2019, 04:54 PM | #5 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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itll probably end up with a drag radial on it for those moments where I wanna pull from a dig. To clarify, I will probably limit the final to 850 wheel, or approx 1000 crank.
any thoughts on my approaches or insight on best methods/hardware? |
12-24-2019, 05:20 AM | #6 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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Heads off, pressing toward a full forged build. my idea is to go fully forged with lt4 pistons, if they fit
Is there a recipe for lt4 pistons, lt1 crank, and forged rods out there? my question now is will lt4 pistons require balancing a lt1 crank. I prefer a stock fit piston that is quieter? Also, I would like to get aftermarket forged rods. Are there drop-in rods for an lt4? whats the solution for a fully forged lt1 with lt4 pistons? https://imgur.com/rynEvBe Last edited by danf1000; 12-24-2019 at 05:39 AM. |
12-24-2019, 06:56 AM | #7 | |
Drives: 2017 Camaro 2SS A8 Join Date: Aug 2018
Location: Petersham MA
Posts: 4,749
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Quote:
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2017 Chevy Camaro 2SS A8 Whipple 3.0, Mast Black Label heads, Fore triple in-tank pumps, 112mm TB, LPE +52% injectors, LPE BB HPFP, 15” conversion 1059 WHP/944 WTQ, 9.48@150
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12-24-2019, 12:40 PM | #8 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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both of those solutions do not offer selectable compression, but tsp does. id much rather not have to use meth, but a port injection setup that cools the pistons down sounds smart....
https://www.texas-speed.com/p-5584-t...lt1lt4l86.aspx -20cc pistons are selectable with wiseco pistons! thanks in advance! |
12-24-2019, 01:18 PM | #9 | |
Drives: 2017 Camaro 2SS A8 Join Date: Aug 2018
Location: Petersham MA
Posts: 4,749
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Quote:
__________________
2017 Chevy Camaro 2SS A8 Whipple 3.0, Mast Black Label heads, Fore triple in-tank pumps, 112mm TB, LPE +52% injectors, LPE BB HPFP, 15” conversion 1059 WHP/944 WTQ, 9.48@150
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12-28-2019, 01:13 PM | #10 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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OK, all, having a tough time getting that upper bolt from the manifold/exhaust connection on the passenger side. oil filter is kinda in the way but it aint the deal killer. It's a closed in area between the firewall and the bell housing, oxygen sensor, etc... im thinking a shorty wrench would break it.
anybody got a suggestion? |
12-28-2019, 01:23 PM | #11 |
Drives: none Join Date: Jul 2011
Location: possum holler
Posts: 16
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maybe a crows foot? attached to a long extension? Thanks in advance!
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