continued schematic info

can you send me a pic of your dash and can you tell me how to put those instuments into my 91 3rd gen camaro, I think they look sick and work much better, and a 145 speedo does not cut it anymore since my car will do 185-190 mph, need a 200 mph vdo speedo thanks, mikesanto70@yahoo.com

Well i am starting to work out the upgrades I am thinking on doing to my '85 IROC with the LS376/480 this winter

Over the past several months i have considered many options, but i think i am going to go with this for this winter's project-

TVS2300 Magnacharger
Upgrade exhaust from my 2 1/2" hawks headers to 3" hawks

Probably will pull the whole engine out and change Cam and Heads from the stock GMPP LS376/480, still considering the options around this

I talked to Bruce on the Formula's they have done at Hawks, looks like the TVS1900 that they used required cutting the support from the stock hood so i am thinking about going with a minimal cowl type hood for the extra space, bruce is getting some options together for me on it

It should be an interesting project, probably going to require some significant hptuners work with all these changes.

As i want to get my IROC repainted this spring i figured if i was going with a supercharger and potential new hood i should do it this winter so i don't have to mess with paint twice

What about using the ZR1 blower? With your LS3 heads it should bolt right up and it looks like it is a good bit shorter than the Magnacharger Hawk's used. Plus it is a 2.3 liter blower instead of a 1.9 like the Maggie is so you have much more room to grow.

Speartech has already used the blower so you might be able to contact them for install tips.

yes that is why i am going with the tvs2300 instead of the tvs1900... it should have plenty of potential, bruce also got me hooked up with the 8 rib pulley since i am running the LS style accessories this was an available upgrade to avoid belt slip potential

i ordered the tvs2300 and other parts today from hawks so i will now need to get the mod worked planned out.

i got a new portable gantry for my garage so engine in/out should be pretty easy... famous last words probably, but my guess it will be pretty easy compared to the standard engine lift

should be an interesting project to share

Has anyone here used the ATI super damper kit with a supercharger?

I got my new ATI kit from Bruce about a week ago and i see they say it is necessary to pin the damper if driving a supercharger... they sell a kit to do so and it sounds like an excellent idea to avoid any slip problems so i am going to do it, just with all the supercharger kits for '10 camaros you don't hear about this being done with the stock set-up

Putting a LSX in a 91 3rd gen...want to run AC and the bracket I need is a 98-02 F body bracket...anybody have one..

I am starting to get my tools and parts together to get my upgrade going of my '85 Iroc with my LS376/480. Hopefully will start in the next couple weeks once the weather gets nice enough to move out my '91 Z28 off the lift and into the other garage.

I am going to pull the LS376/480 back out to make the work easier on an engine stand. I did add to my garage this lift gantry from Harbor Freight. It seems like it will be much easier using this than the typical engine lift, we will find out shortly

On the engine internals upgrades i am going to do include-

- New high flow ported cylinder heads from Texas Speed
- New high lift cam shaft from Texas Speed
- New set of heavy duty rocker arms from Harland Sharp

For induction we will be adding the TVS2300 Magnacharger that Bruce ordered for me. Since i am running the front drive corvette accessory pack he got the current C6 LS3 TVS2300 kit. It looks like a very complete kit, of course the air induction will have to be different, but Bruce sent a good parts kit for that as a good start.

Here is a shot of the TVS2300 Magnacharger that just arrived last week.

Also will be upgrading the accessory drive to an 8 rib belt system versus the stock 6 rib

Hey bossman, that lift is the shizzle..lol.. I got my motor from Mast Motorsports LSX427HO w/Procharger(had that on a Ramjet 350)...Well I used all vette alt, ac, and brackets from the Procharger peps. Worked out pretty good, wait on some parts to come in..

Big deal is the Input shaft alignment tool they(McCloud) gave for the Twin Disc set-up..it needs to be longer to make it to the crank hole.. I work out of state so weekends are the only time to do anything, but I got a buddy that has a longer alignment tool to try.....then the motor will be going in..

I only have one worry and that is DBD Performance..a buddy of mine will be custom doing 1 7/8 headers..cant go smaller...Have pics later....

Good luck on your build..!!!

Better keep that fella away from your woman.....

I used on on the LSX motor..works good..

figure someone would of picked that out...I'm not married..

Hey cam what clutch did you go with in your car/trans

I went with the LS7 clutch and I have to say now that I have it out after three plus season of ABUSE I actually wondered if someone tricked me... and changed it out for a new one when i wasnt looking. I cant believe how mint the condition is on this thing. It still looks like new I dont have any explanation for it???

Of course i cant complain at all either in fact... Even though this time around I bought a Tex Z-grip Im tempted to sell it and run this LS7 again!

When Im not so insanely busy with work work Im going to post a bunch of new threads with pics and whatnot. You guys have to see this thing...

Yeah heard good and some bad on the McCloud duel clutch set up..but I
have every thing correct..even the Hydrolic throw out bearing...can't wait on those pics..I will try tooo, get pics of my stuff on there too..

So i just read through the entire post and your set up is very clean, You did everything i WANT to do, but i'll only be able to do basic's like engine/trans/rear/tires/tune and a few mild suspension mods just to make sure i don't twist the car in half =). Anyway, i'll be saving for the next year getting ready for my swap when i come home (in Korea w/ the Army). Good Job on the build and Good Luck with the FI! (wish you could have posted 1/4 mile times)

did they spec the cam out for you. i would have thought that they would have given you a 114 to 117 on it.

Yes the texas speed team spec'd the cam i got from them with the heads and blower in mind... we will see how we make out on the dyno hopefully in a couple months compared to my baseline.

10secondhopeful, you won't be disappointed with the LS3 / T56 combo... you can do a lot with these engines and they adapt really nice to the 3rd gen to give you high performance in a cool car... thanks for your service, stay safe

wow. to me that cam will allow bleed off from the blower. best of luck.

Sweet Cam !!!!

Any pics candy burple, that thing must be a beast w/ a SC 427 LSX, you must be putting somewhere in the hood of 600-675 rwhp to the meaties, oh man would I love to drive that thing!!!!

I'm thinking that single exaust, even at 4" might be more restrictive than true duals, my buddy has the hawks ls1 headers and custom made true duals on his 91' LS1 and magnaflow bullets w/ no kitty cats, and it sounds sick and really flows, clearance isn't the best, but not bad since he made it. 92 RS 02LS1, 4L60, 3:27, big cam, 4" maf, hawks ls1 headers w/ true duals, 150 shot, nitto drag radials, rear susp mods for traction, sub frame conn, ran a best 10.92 @ 126.7 crazy huh?

Absolutely, it might be asking alot but is there any chance you could post/send me a list of things i'm going to need?
I'm going with the GMPP LS3/480/T56
Trying to decide between the Strange s-60 or moser 9"
Spec clutch, corvette front accessories, i want a/c so i'm not sure what all i'll need for that. i'm getting the HP tuners at home school for beginners so i can learn basic tuning while here in korea.

I just need the basic to get the car put together and up and running, only things that i HAVE to have, like im sure i won't be able to get all the suspension parts you have. I'm not trying to make it perfect the first time around, any help is appreciated!

Thanks

Hey buddy, I'm in the process right now of doing all this fun stuff. I will be glad to give you ideas and numbers plus the places I have delt with....
I have a 87 2.8 multi-port(Now 3.4 multi-port) looks like your camaro but lime green..lol
I just dropped the motor and trans in Saturday...had to configure some engine mounts...but the D-1 looks like its coming out of the roof..aaaahhhhh...we will have to e-mail each other.......
But 1 thing..I did the camaro once and now a 2nd time ...need to do it once and right but money is always the prob...chat with you later..If I can get some pics to work on here I will send them.....

Mike sounds awesome! I have a LS3 cnc heads with 1 7/8th exhaust on the heads...BIG DEAL..going custom...I will be in touch on my pics...I dropped the motor and trans in yesturday..but shifter is up by the ash tray and trans mount is 1'' or 2 off from being bolted..got to roll..go to work on this beast...to be continued.lol

looking forward to seeing the progress pics, and get them dynoed boys so we can see REAL #'s
Thank guys
MS

Last weekend, my friend Rich and I were able to get going on the upgrades to the '85 Iroc i have been planning

Using the overhead gantry made it a lot easier pulling the engine out compared to the standard engine picker

We pulled the transmission first then rolled the car forward on some extensions i made to my lift that the overhead gantry was positioned on and pretty much just pulled it right out, rolled the car back fully onto the lift and bolted the engine up to the engine stand.

My spec clutch was in good condition upon inspection after driving last year as was pretty much everything else from last years build.

The two things though i did find
1. on the drivers side my hydraulic clutch line was occasionally touching the header and the protective heat shield sleeving that i had applied had worn through. It doesn't appear to have actually damaged the line, but i am going to have to tie it up / route it better.
2. on the passenger side my wiring going down to the starter also was touching the header in one place and even with the heat shield had melted the plastic conduit, the wiring was fine underneath, but again this will required some better routing

Also before pulling the engine we set the Magnacharger TVS2300 on the engine. It didn't seat all the way down as you have to change the valley cover, but it was probably within about 1/2" of seating... anyways it is clear the stock cover isn't going to fit! I need to think about this and how i want to go on it... for immediate time i am going to get the heads / cam / exhaust all upgraded and put it back together while i think about the magnacharger requirements

This weekend we concentrated on the engine upgrades.

Got the existing LS376/480 engine all torn down, biggest pain was getting the harmonic balancer off. It took a good combination of 3 jaw and 2 jaw pullers before we got it off. Heads / cam, etc were all easy

The new Texas Speed Cam / Heads went in without any issue. We used ARP hardware and lube for the new head bolts. For reference i bought the 2009 GM (HELM) Manuals for the '09 corvette last year and they give a very detailed disassembly / assembly steps for the LS3 / LS7 / LS9 engines. They also list all the special tools that you can order to help in the build. I should have bought the balancer tool! Anyways this information was helpful in following the correct retorque procedures, etc.

Also since i am going to have to do something with the hood, etc to get the supercharger to fit, we decided we will completely put the car back in running condition with all these improvements first, so i decided to put on one of the new FAST LSXr 102mm intakes. I haven't installed the intake yet but setting it on the engine looks like shouldn't have any clearance issues with the steam tubes, etc... looks like a pretty basic bolt on... one thing though is to use the existing LS3 fuel rail you have to buy a set of adapters to get the injectors to fit correctly... will detail that once we get it built up

Also i am going to install the 8 rib damper and pulleys, etc so i have that all set up once i get ready to add the supercharger. you can see the new 8 rib tensioner pulley added with the waterpump re-installed. the alternator is going to be a pain, the one i have has the new clutch pulley in it, i went and ordered a replacement 2002 vette alt with the standard pulley today so i can go with changing that pulley if i can't get the one i have off

Made a little bit of progress this weekend, didn't have too much time to work on Saturday.

Anyways, got the new 8 rib ATI Superdamper installed. Used the GM "J" series tool for the install as recommended in the manual. While the "J" tools are typically pretty steep they do usually work as this one did and was able to install the damper without any big issues. Getting the bolt install required some muscle on the engine stand as it is a torque turn to 140 degrees to get the right bolt stretch.

Since i am not running AC i did not put on the rib plate for that

The alternator that i got with my original corvette accessory drive kit had one of the new clutch type pulleys. I had to get a special tool as pictured to remove that so i could mount the new ATI 8 rib pulley.

Also split apart the motor mounts by grinding down / drill out the rivets. Will be using new Prothane inserts after i clean up the shells and paint them up.

were did u get the accessories drive w/o at?

i got the accessories from Pace Performance... they are the standard LS3 corvette package w/o air. note therefore they will be spaced out from the engine as the corvette, ie make sure you have the right dampner spacing

they work great, no interference issues, plenty of room

i have made a lot of progress on my swap update, will have to get some picks up

That Fast 102 is SWEET!!!!!!!!!!!!!!!!!!!!!!!

To use the Fast 102 with the oil sensor I am using i had to make a couple slight changes to the rear of the manifold.

It was a pretty quick mod just grinding the back flush in that area and now have plenty of clearance vs before it was slightly in contact with the sensor and i was worried about having a longer term issue which is now avoided

also for those installing the motor and transmission the way i did (ie motor inserted from the top), making a special tool to torque up the top bellhousing to engine bolt is a big help.

all the other bolts you can get to with extensions / universal / wobble socket from down below, but the top one is tough

i made a long box wrench out of two 15mm wrenches welded together and then can torque the top bolt easily

Remember to adjust the torque wrench setting appropriately! ie if you double the length of the wrench you are going to cut the torque setting on the wrench to half to have the appropriate torque at the bolt!
http://www.engineersedge.com/manufac...e_wrench_2.htm

Catching up on some photos...

Here are a couple pics of the LS back in the car... we will see on the dyno how all these mods have done, but i do just like the look of the FAST 102 intake

Upgrading the exhaust was also one of my major improvements

this includes
- Hawks 2" primary with 3" collector stainless works headers
- Dual high flow CATs with 3" intakes
- Flowmaster 3" inlets to 4" outlet y pipe
- Connect to my existing 4" muffler
- Used stainless v-bands so exhaust is easily put up and down

i think this really turned out great... my friend rich is a good welder and in general all around good mechanic so we were able to custom fab this without too much trouble with my TIG.

the bends around the new Hawks Trans mount were all pretty much done cutting a couple 45 deg 3" pipes and using the v-bands to help out with the final geometry fit

more new exhaust pics...

Hawk's new headers and trans mount are first rate in my opinion... the headers fit very well and the new trans mount gave a lot of room to get the rest of the exhaust out the back

i kept on toying with trying to do a true dual exhaust out back, but decided to stick with this route as it just didn't seem to be in the cards at this point as i wanted to get it back on the road for some summer driving!

Hey guys i am thinking about buying a 98 ls1 engine for my 3rd gen,now i read that the 98 pcm is really restictive does anyone knoe if there is a way arround that and what it may cost?....thnx!

This thing is going to be a monster! Its looking great!

That's a sweet setup. Definitely beats the cherry picker.

One of the things recently i have been working on is getting the stance set where i want it... this is definitely a compromise of the look you want with the ground clearance you need / want. Front is no issue with the bmr / kyb coil overs that i put in, but the rear has needed work

While i only drive on decent paved roads, i live in a rural area so lots of the roads have a pretty good crown or crowns and also a lot of dips and hollows, which when rolling at a good clip is great fun, but also will have the suspension moving

I have good adjustable kyb agx shocks set to 7 out of 8 so have a pretty firm ride, but i wasn't have good luck with the standard or drop rear springs

With the standard springs i had good clearance but stance was not good, way to much height in the back. With the hotchkis drop springs i got really too much drop (only ~2 1/8" ground clearnance and the springs are pretty soft so going into any type of large dip and a good clip was causing me to bottom out on the torque arm cross member i had welded between the sub frame connectors... that is sturdy but it was not going to let me drive aggressively on anything but pretty smooth roads

Doing some research in other areas of this board and elsewhere, i ended up ordering a set of adjustable spring spacers to try in the rear... one set from Ground Control and other made by Allstar Performance

Here is a pic of the Allstar Adj Spring, Ground Control, Hotchkis Drop Spring, and Standard Spring

Both the Allstar and Ground Control adjustable spring sets seem well made.

The Allstar uses typical 5" flat at both ends springs, while the Ground Control uses a round end "pig tail" type spring similar to the original set up

With the Allstar you also need to get a different set of rubber isolators, energy suspension sells these. With the Ground Control you use the stock isolator

One thing also with the Ground Control is that it comes as a complete front and back set, i only needed the rear as i already have coil overs on in the front.

Here are some pics of how each adjuster look on my rear axle (9" by moser)

I felt the Allstar fit a lot better as it fits around the outside of the axle spring boss, while the Ground Control was sitting on a couple of its welds on the top of the axle boss... Note that on a stock axle the Ground Control might fit better as stock axles have a lot lower height boss

With the decision to go with the Allstar adjuster (part number 56119), i also needed the springs and isolators. I got the adjuster from pitstopusa

The spring i decided to start with was a 175 lb / in, 11" height, 5" coil spring from eibach - its part number is 1100.500.0175

The isolators are Energy Suspension part number 9.6120G, they fit good on the spring and also in the cars spring pocket

I set the height between of the adjuster at 1 3/16" from the bottom of the adjuster to the deck of the axle

This set-up gave me a good stance and also good ride quality with little bottoming out.

I decided to up the spring rate to 225 lb / in using Eibach's 1100.500.0225 spring. Since this is a stiffer spring I ended up adjusting the adjuster to 13/16" height between bottom of the adjuster to the deck of the axle.

So far i really like the 225 spring, it makes the rear quite stiff which i really like and have yet to end up bottoming. I have 3" clearance to the bottom of my bmr torque arm mid mount with this. Going fast through dips, etc has not been any issue

I might adjust it slightly further down after i drive it a little more to make sure everything is completely settled in

Here is a pic of the Iroc's current stance with the Allstar adjuster's and 225 lb / in springs...

I like the classic type stance so this is close to what i want... after i drive around for a week and make sure everything is settled i may adjust slightly

Tomorrow i am off to get a dyno test and tune at Hutter Performance... we will see what these improvements have led to and also what their tuner can do over the tune i have done myself

http://www.hutterperformance.com/

They have a mustang dyno which typically seems to give lower numbers than a dyno jet, last year as posted earlier i ended up at 389 rwhp and 370 rwtq on their dyno so this will be a good apples to apples comparison

one thing i know is i need to consider some more rear tire... i really like the stock iroc rims but the 255's even in MT street drag tire form isn't holding it at the start

Had a good day at the dyno yesterday. Trevor at Hutter Performance did a great job working on my tune.

Ended up with some good results on their Mustang Dyno

Last year on the same dyno i maxed at 389 rwhp and 370 rwtq

This year with all the improvements i ended up maxing at 448 rwhp and 408 rwtq... almost 60 rwhp and 40 rwtq, i am really happy with this set-up

the team at hutters are real nice top notch guys and i would highly recommend them

I am debating on what to work on this upcoming winter... i would really like to get that supercharger on, but also would like to get it painted so i can redo the interior as right now with no carpet and door panels it does look a little rough!