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Viewing 15 posts - 16 through 30 (of 37 total)
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  • #9232
    V8 Staff
    Keymaster

    Note that this Camaro has an RS grille and hidden headlights, so we’ll have to address the light mechanism as we go.

    We made an aluminum bracket to mount the tank retaining clamp.

    The tank is barely visible peeking into the passenger front wheel tub.

    [imghttps://lh3.googleusercontent.com/-UcXlnG2OhjI/Wo9QciFuaMI/AAAAAAAC2os/V0sSvdHoaG8Un2ZWl8VlsKVhAqVPI6WqwCHMYBhgL/s1600/1969%2BCamaro%2BLA_2018-02-22.0015.JPG[/img]

    The tank will receive protective coating on the lower half.

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    #9253
    V8 Staff
    Keymaster

    Meanwhile, the crew did some bodywork on the custom firewall and prepped it for paint. A gray coat of epoxy provides corrosion protection.

    It didn’t need much, but we skim-coated the panel with Evercoat Ultra filler and blocked it flat as can be.

    After filler, the panel was sprayed with a polyester filler, and block sanded some more.

    The polyester is blocked until flat, removing any sanding scratches or marks left from the previous steps. It is sanded to 220 grit, and then brought back to the booth for some 2k high-build primer and more block sanding.

    The seams were also sealed to prevent corrosion.

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    #9254
    V8 Staff
    Keymaster

    After the primer was sanded to 600 grit, Jeff sprays a satin black urethane on the firewall.

    Once the paint dried, the satin finish was revealed.

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    #9263
    V8 Staff
    Keymaster

    Once the firewall was cured, the mechanic shop took over with the final install of all the goodies.

    The Detroit Speed subframe and suspension was cleaned up amd the new firewall protected as the LT4 was set in place.

    Looking pretty good up there.

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    #9282
    V8 Staff
    Keymaster

    The team begins to install the various systems on the car and LT4.

    Engine wiring is routed low through the bulkhead plate made in our metal shop.

    The Ultimate Headers are exhaust artwork, with cast stainless flanges and stainless tubes. The ARP hardware squeezes MLS gaskets, and the headers utilize 1 ⅞” stainless tubes. These are Jet-Hot coated satin black.

    Detroit Speed subframe leaves plenty of room for headers.

    They sure are pretty.

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    #9283
    V8 Staff
    Keymaster

    Detroit Speed wiper motor provides a bit of room in addition to delay wiper action.

    Battery lives in trunk out of the way.

    Water pump is tapped for temp sensor.

    Engine ECM lives on driver side of firewall inside of fender.

    Engine power center will live on passenger side.

    Radiator core support set back in place.

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    #9284
    V8 Staff
    Keymaster

    Superchargers create a lot of heat, so the cooling system needs to be effective. The LT4 will be keeping its cool thanks to a C&R Racing radiator and supercharger heat exchanger. These are bred from C&R’s F1 racing program and offer many innovations for performance and strength.

    The heat exchanger is designed for the Camaro’s grille opening size.

    Pins on the bottom of the heat exchanger locate it in the mount, which uses rubber bushings to protect against vibration harm.

    Mounting “shelf” with rubber bushings.

    A rubber padded top mount slips between the stock Camaro support and vertical bracing.

    Note the 4 mounting tabs and screws, those are for mounting a Vintage Air condenser core to the front of the heat exchanger. These are provided by C&R.

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    #9285
    V8 Staff
    Keymaster

    On the back side, the radiator is mounted to the core support.

    A high fin and tube per inch count increases surface area for better cooling, and the tubes are actually extruded for strength. These are shots of a cutaway:

    C&R builds these tube cores to withstand pressure of 100 psi in F1 racing, a pressure they won’t ever see in a street car like this, but they withstand “ballooning” and potential cracking and bursting like rolled tubes.

    They’ve also added reinforcements to the structure to keep the tanks and cores from separating and leaking.

    The driver side incorporates an engine oil cooler, and the twin Spal fans are visible here.

    Passenger side connections for engine coolant. Aluminum bracketry bolts to the stock Camaro radiator support locations.

    Here, the Vintage Air A/C condenser core has been added to the front of the heat exchanger.

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    #9313
    V8 Staff
    Keymaster

    Things are coming together on the LT4 swap.

    Supercharger coolant pump is mounted low on the subframe.

    One fender in place, power module shown in foreground. The supercharger is removed to install some fittings.

    Inside in LT4 supercharger. “Bricks” on sides are heat exchanger / intercooler coils.

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    #9314
    V8 Staff
    Keymaster

    The top of the LT4 sans blower. Insulating foam protects the fuel lines below.

    Injector pump and internal fuel rails for the direct injection system.

    Installing fittings for the coolant system.

    Bottom side of stock LT4 supercharger “hat”.

    Blower base back in place.

    And the “hat” back on the supercharger, held down by ARP bolts!

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    #9351
    V8 Staff
    Keymaster

    At this point, the decision was made to install the later version of the LT4 supercharger hat, which will accommodate water / methanol injection jets from Nitrous Express.

    Water / Methanol injection is a great tool to reduce the intake charge temperature, allow for more aggressive ignition timing, and therefore increase the power output of the engine.

    The system uses basically the same solenoid system as a nitrous oxide kit, but this time, it’s spraying a water / methanol blend under much lower pressure. A reservoir tank and pump are needed, as well as some form of controller to make it work.

    Here, the jets are plumbed into the new hat and the solenoids are mounted. Nitrous Express provides this service, which came out great.

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    #9352
    V8 Staff
    Keymaster

    Alcohol pump:

    The new hat didn’t match our desired color scheme, so it was cleaned, scuffed, and masked for some new color.

    First color is a charcoal gray found in various accents on the car, like the window trim and door handles.

    Then the fins were masked and the second color was applied, a bright and vivid red.

    After unmasking, the fins were stripped and the ribs were returned to a natural aluminum finish.

    The end result looks factory clean and custom tailored to the car. We also tuned up the LT4 badging and gray on the coolant hoses.

    Looking good!

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    #9364
    V8 Staff
    Keymaster

    The liquid side of the alcohol injection system required a pump and a reservoir, so we built a tank to fit in the driver side rear quarter panel out of stainless.

    Here, the screw cap bung is TIG welded in place.

    The tank and pump fit neatly in the trunk.

    Here it is just before being painted.

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    #9365
    V8 Staff
    Keymaster

    Next, the team wired up the T56 Magnum transmission using a Bowler All In One harness. This is a handy piece that incorporates all the connections required on a T56 for safe operation into one harness.

    From Bowler:

    “The All-in-One harness solution for the Tremec T-56 Magnum transmission comes equipped with all the connections pre-wired into one harness for a simple installation and ease of use. The small epoxy sealed controller is mounted to the VSS output using the existing bolt, and once the unit is powered up you will be able to connect via Bluetooth to your Apple or Android smartphone using our free app. The app will give you the ability to customize the input and output settings for each feature to ensure proper operation in your vehicle. The All-in-One harness eliminates the need for any additional equipment to operate the reverse lock out or generate the correct speedometer signals coming from your Tremec T-56 Magnum. This All-in-One harness solution is the perfect finishing touch for any Tremec T-56 Magnum conversion, and the only harness you will ever need.”

    Unit mounted:

    And the Dakota Digital OBDII interface to send the signals from the ECM to the dash.

    These devices simplify the communication betweed various digital and analoge systems making it far simpler to perform these kinds of swaps.

    Soon, the intake tube was made and the LT4 was ready to fire!

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    #9375
    V8 Staff
    Keymaster

    The LT4 was finally ready to fire, and the crew double checked all the connections, hoses, fittings, and added some fuel. The calibration is from the GM Performance ECM with some adjustments made to accomodate the Drive Junky pulleys, exhaust, and custom air intake. We use HP Tuners software and worked with Mike Norris on the calibration to get the car in a driving state.

    Initial drives we casual, as we datalogged the ECM and would beam it over to Norris for analysis. We’ve tuned many an LS, but this was LT4 #1, and we trust Mike to be a great resource on these kinds of projects.

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Viewing 15 posts - 16 through 30 (of 37 total)
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