I was wanting some input for the best route to get my 2002 Camaro Z28 M6 up to about 450-500 HP. This is my baby and my daily driver as well so it will be 99% street driven as there isn't really a good track around where I live. I don't want to have to rebuild the engine, would like to leave the bottom end stock for $$ reasons. I've been considering either a Turbo kit, a Procharger Kit or just getting a good Head/Cam kit. Any opinions/suggestions will be greatly appreciated

I have a K&N FIPK on it as well as a Corsa Cat back. Also I believe the car was tuned with a Hypertech. In the future I'd like to at least put headers and Y-pipe on it as well to finish out the exhaust.

Thanks in advance

 

how bout a sts kit?

http://web.camaross.com/forums/showt...hreadid=196767

509 rwhp and 550 rwtq on a stock ls1.

 

If you don't want to touch the bottom end/worry about rebuilds I would just suggest a decent heads/cam setup.

Chris

 

yes on a ls1 HC packages cant go wrong either.

 

Do you work for STS or do you just suck their dicks??? You rep them like they are paying you.

Get heads and cam, boost on stock bottom end can be dangerous and if you don't want to spend the loot, don't do it.

 

How much can you do yourself vs. pay someone else to do? I am not a big fan of boost and a stock bottom end. However, the LS1 respons amazingly well to even small amounts of boost. You will see over 450rwhp (for an M6) with just 6lbs, which is relatively safe. There is a huge potential advantage, as a SC install is a pretty easy job, not so for heads and cam. Most people can do the blower themselves. OTOH, total cost if paying someone to do the work will be about the same with heads and cam v. a centrifugal blower. The higher cost for parts with the SC will offset the greater labor for the H&C.

I don't know anything about the available turbo kits, so I have no comment on that one.

Rich Krause

 

hey dip****, im buying one and two of my friends are buying them as well, why do you care if i like to spread the word, lots of people here hype combo, go pick on them.

its a good system that now has dyno numbers to back it.

i wish they were paying me

 

I don't trust the rear mount of the turbo, especially with the air filter under the car=water+more dirt. Plus the lag associated with the amount of piping the system has to go thru and pressurize, as well as the exhaust. I would say it would be worth it to go with a front mounted turbo system, unless it is more for the novelty value or you like the easier install/removal of the system.

 

Heads and cam will be more reliable, worry-free, less prone to detonation, less moving parts to break, etc. . .

Plus, a car making 450 hp NA is more impressive (to me, at least) than a car making 450 hp FI.

Mike

 

I don't know about 450rwhp N/A car being more reliable than a 450RWHP FI car...the stresses put on the short block by the RPM needed to make those numbers far outweight the stresses placed on the motor due to forced induction...besides, if your reasonable with the boost and don't try to push the car to the edge, FI can be very reliable (witness the 200,000 mile GN's out there running 12's and 11's...) If you try to squeeze every last HP out of it, then yes its going to require a lot more work to keep it alive.

 

Well I was looking at running about 5-7 PSI boost no more. I want this to be a street car that kicks serious but. I've seen companies (Vortech and Procharger) advertise around 400 or so rwhp with this set up and that would be more than sufficient I imagine since that would be like...470 or so at the flywheel???

Anyways sorry about the confusion.

Does anyone have any good experiences with Vortech or Procharger. How bout the SLP H/C package.

Thanks.

 

http://www.thunderracing.com/index.c...t&contentid=49

443 rwhp at 6,100 rpm with HC. Sure, it peaks higher than stock, but the stresses placed on the bottom end by raising the rev ceiling by 500 rpm are far less than the stresses due to the increased cylinder pressure of supercharging. We're not talking about a 7,500 rpm heads and cam package.

Another advantage of HC over FI is that HC doen't make the engine harder to work on. FI congests the engine bay even worse than it already is.

If you decide to go HC, be sure that whatever HC package you decide on has dyno-proven results.

Mike

 

www.ststurbo.com

no it doesn't

And I still disagree with you about the stresses on the engine, based on years of experience with Buick GN's.

 

Don't get me wrong, I think that the STS Turbo is a good idea, but it has some inherent flaws. Even Rick himself will tell you that if the exhaust system is cold, the turbo will not build boost. There simply isn't enough energy in the exhaust gas until you bring the whole exhaust system up to temperature. To me, this is a serious compromise since I try to cool my engine off as much as possible while at the track.

And about the Turbo Buicks, I was hoping I wouldn't have to point out the obvious here, but you are forcing me to. The 3.8 turbo was fully engineered to be a forced induction motor. It has a stout 6 bolt main iron block, low compression, and pistons with steel inserts to act as heat sinks to keep the aluminum cooler. You think the LS1's have these features? Don't think so.

My Ford Lightning will probably last 150,000 miles also. But guess what? It has a 6 bolt iron block, forged pistons, low compression, 42lb/hr injectors, twin fuel pumps, etc. . .

Are you trying to say that forced induction doesn't place any additional stress on the bottom end? You need to re-think that.

Mike

 

The TBs don't have 6 bolt mains...It's a simple 2-bolt iron block just like the N/A 3.8 of the time. Even the racing "stage" motors are only 4-bolts.

Based upon results I agree about getting HC for an LS1 car.