Detroit Speed 1987 Camaro Test Car 2.0
#302
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
For all of those asking, while we made our adapters in house, this is the style adapter that can be used for the heater lines...
https://www.aeroflowperformance.com/...ters/af88-3003
https://www.aeroflowperformance.com/...ters/af88-3003
#303
Supreme Member
Re: Detroit Speed 1987 Camaro Test Car 2.0
Over-Square/Destroked
In any form of racing where sanctioning bodies ban power-adders and impose cubic inch limitations, over-square cylinder dimensions reign supreme. In these classes, engine builders will typically make the bore diameter as large as the block’s bore spacing and cylinder wall thickness will allow, then set the stroke at whatever length is necessary to meet the cubic inch limit. For example, 500ci NHRA Pro Stock engines utilize a massive 4.750-inch bore and a very short 3.520-inch stroke. *In addition to decreasing piston speed—and therefore friction—compared to an under-square engine of the same displacement, the big-bore, short-stroke architecture creates more room inside the cylinders for larger valves. Furthermore, increasing the distance between the cylinder wall and valves helps de-shroud the valves for enhanced airflow.
But wait, there’s more. *In addition to reducing piston speed and friction, a short-stroke crank has less windage because the counterweights are smaller and the outside edge of the counterweights are closer to the crankshaft centerline. This also reduces rotating mass,” Mast’s Joel Iles explains.“Using longer 6.350-inch connecting rods also allows a reduced compression height of the pistons, which reduces reciprocating mass. The result is a faster-revving engine. The torque curve of this engine is insane. It doesn’t peak until about 5,700 rpm, but it stays flat all the way to 7,600 rpm.
#304
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
Interior is starting to come together. Hopefully we will be testing in the next few weeks...
#305
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#307
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Car: 1987 Pontiac GTA
Transmission: Haven't decided yet ;)
Axle/Gears: 3.42
Re: Detroit Speed 1987 Camaro Test Car 2.0
I was curious too. Found this little blurb on the all-knowing interweb....
Over-Square/Destroked
In any form of racing where sanctioning bodies ban power-adders and impose cubic inch limitations, over-square cylinder dimensions reign supreme. In these classes, engine builders will typically make the bore diameter as large as the block’s bore spacing and cylinder wall thickness will allow, then set the stroke at whatever length is necessary to meet the cubic inch limit. For example, 500ci NHRA Pro Stock engines utilize a massive 4.750-inch bore and a very short 3.520-inch stroke. *In addition to decreasing piston speed—and therefore friction—compared to an under-square engine of the same displacement, the big-bore, short-stroke architecture creates more room inside the cylinders for larger valves. Furthermore, increasing the distance between the cylinder wall and valves helps de-shroud the valves for enhanced airflow.
But wait, there’s more. *In addition to reducing piston speed and friction, a short-stroke crank has less windage because the counterweights are smaller and the outside edge of the counterweights are closer to the crankshaft centerline. This also reduces rotating mass,” Mast’s Joel Iles explains.“Using longer 6.350-inch connecting rods also allows a reduced compression height of the pistons, which reduces reciprocating mass. The result is a faster-revving engine. The torque curve of this engine is insane. It doesn’t peak until about 5,700 rpm, but it stays flat all the way to 7,600 rpm.
Over-Square/Destroked
In any form of racing where sanctioning bodies ban power-adders and impose cubic inch limitations, over-square cylinder dimensions reign supreme. In these classes, engine builders will typically make the bore diameter as large as the block’s bore spacing and cylinder wall thickness will allow, then set the stroke at whatever length is necessary to meet the cubic inch limit. For example, 500ci NHRA Pro Stock engines utilize a massive 4.750-inch bore and a very short 3.520-inch stroke. *In addition to decreasing piston speed—and therefore friction—compared to an under-square engine of the same displacement, the big-bore, short-stroke architecture creates more room inside the cylinders for larger valves. Furthermore, increasing the distance between the cylinder wall and valves helps de-shroud the valves for enhanced airflow.
But wait, there’s more. *In addition to reducing piston speed and friction, a short-stroke crank has less windage because the counterweights are smaller and the outside edge of the counterweights are closer to the crankshaft centerline. This also reduces rotating mass,” Mast’s Joel Iles explains.“Using longer 6.350-inch connecting rods also allows a reduced compression height of the pistons, which reduces reciprocating mass. The result is a faster-revving engine. The torque curve of this engine is insane. It doesn’t peak until about 5,700 rpm, but it stays flat all the way to 7,600 rpm.
... believe me, i'm extremely aware of the dynamics of the internal combustion V8, and what internal changes will make to those dynamics, also engines with large strokes and relatively low rod/stroke ratios relative to deck height typically are hard on piston skirts, especially in a road racing situation ...
... i simply wanted to know why "DSE" was making the stroke change ...
#308
Supreme Member
Re: Detroit Speed 1987 Camaro Test Car 2.0
The reply wasn't intended to question your knowledge.
It was done to provide some info regarding this modification in general.
I suspect DSE did it for the reasons listed in the article.
It was done to provide some info regarding this modification in general.
I suspect DSE did it for the reasons listed in the article.
#309
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Car: 1987 Pontiac GTA
Transmission: Haven't decided yet ;)
Axle/Gears: 3.42
#310
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Re: Detroit Speed 1987 Camaro Test Car 2.0
My post was lifted from an engine building article I found:
http://www.superchevy.com/how-to/eng...ring-corvette/
DSE built one of these for one of their pro touring C3 Corvettes as stated in the magazine.
http://www.superchevy.com/how-to/eng...ring-corvette/
DSE built one of these for one of their pro touring C3 Corvettes as stated in the magazine.
#311
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
Well she hit the ground today. Hoping to street test shortly...
#313
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Re: Detroit Speed 1987 Camaro Test Car 2.0
I'm speechless...Thank you for giving the thirdgen community some love!
#315
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Car: 91 Z28, 87 SC, 90 IROC, 92 RS
Engine: LS1, 305 TPI, L98, NADA
Transmission: T56, 700r4's, and NADA
Axle/Gears: 3.89, 3.42, 3.23, NADA
Re: Detroit Speed 1987 Camaro Test Car 2.0
OMG! It looks so good, and those 315 up front fit so well.... Dammit I wanna see this thing in person. I'm dying over here.
Little do they know... Muahahahahaha!
Little do they know... Muahahahahaha!
#319
Member
Re: Detroit Speed 1987 Camaro Test Car 2.0
Just curious are you running the plastic fender liners? and if so are they modified to clear the tires? I just installed so aluminum hubs that move my wheels outboard some and they are rubbing the liner in the front now. Also did you roll the fender at all?
#320
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
We are not running the plastic fender liners in this car. We will continue modifying the fenders as we test to ensure there is no rubbing. Currently the fender lip has been cut to fit.
#321
Senior Member
Re: Detroit Speed 1987 Camaro Test Car 2.0
We run 315 square on our car with the plastic fender liners and no fender modifications. We aren't running as low as the DSE car though and ride height will impact your clearance with a 315. At their ride height, I suspect fender rolling / trimming was required.
#323
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Re: Detroit Speed 1987 Camaro Test Car 2.0
Aight guys, now I need you to take some really hi-def pics out in a purty environment somewhere so I can put them on my desktop. Challenge accepted??
#327
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
We got the switch panels decals installed and next up is the headliner that will be finished this afternoon. We will be doing driveability tuning next week and then testing next Friday.
#328
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Car: 1989 Iroc Z
Engine: 5.7
Transmission: 700r4
Axle/Gears: Currie 9"/US Gear Lightning 3.00
Re: Detroit Speed 1987 Camaro Test Car 2.0
Damn it! Next Friday.... I hope you guys edit a little video of the car driving. The car turned out beautifully done. Great job! Can you provide some pictures of the lower center dash? I like the USB plug set up and would like to see how it looks fit wise overall. And I'll assume the open door offer if someone stops by stands for all of us? Not that I'll be in NC anytime soon.
#329
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
Also getting ahead of the curve for the USB/12v port, you can find it here...
https://www.aliexpress.com/store/pro...1030-zj6qB6AIM
https://www.aliexpress.com/store/pro...1030-zj6qB6AIM
#330
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
Damn it! Next Friday.... I hope you guys edit a little video of the car driving. The car turned out beautifully done. Great job! Can you provide some pictures of the lower center dash? I like the USB plug set up and would like to see how it looks fit wise overall. And I'll assume the open door offer if someone stops by stands for all of us? Not that I'll be in NC anytime soon.
#331
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Car: 1989 Iroc Z
Engine: 5.7
Transmission: 700r4
Axle/Gears: Currie 9"/US Gear Lightning 3.00
Re: Detroit Speed 1987 Camaro Test Car 2.0
Also getting ahead of the curve for the USB/12v port, you can find it here...
https://www.aliexpress.com/store/pro...1030-zj6qB6AIM
https://www.aliexpress.com/store/pro...1030-zj6qB6AIM
#332
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Car: 1987 Pontiac GTA
Transmission: Haven't decided yet ;)
Axle/Gears: 3.42
#334
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Re: Detroit Speed 1987 Camaro Test Car 2.0
I'd like to know the fender heights of this car. The stance and ride height look excellent.
#336
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Car: 92 Z28
Engine: ls3
Transmission: t56
Axle/Gears: 4.11
Re: Detroit Speed 1987 Camaro Test Car 2.0
Just out of curiosity, why did you guys use a 4 link set up in the rear in place of the torque arm? Im thinking about using the kit you guys have when I tear mine apart because I like the extra room it provides underneath. Its built for autocross/road course, and it sees street time too. So I was just curious to what other improvements I might see/feel using it.
#337
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Car: 91 Camaro Z28
Engine: LS1
Transmission: TKO 600
Axle/Gears: 10 bolt 3.23
#338
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Re: Detroit Speed 1987 Camaro Test Car 2.0
Just out of curiosity, why did you guys use a 4 link set up in the rear in place of the torque arm? Im thinking about using the kit you guys have when I tear mine apart because I like the extra room it provides underneath. Its built for autocross/road course, and it sees street time too. So I was just curious to what other improvements I might see/feel using it.
#339
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Car: Building LS3, T56 Z28
Engine: LS3
Transmission: T-56
Axle/Gears: Moser/ 4.11
Re: Detroit Speed 1988 Camaro Test Car 2.0
Is that C&S radiator a custom setup?
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
#340
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1987 Camaro Test Car 2.0
We won't have any updates tomorrow, so I will just leave a teaser video of some street tuning we did earlier this week...
We have already had the car in the studio for photos and will continue to do a couple more shoots next week after Friday's test session.
You won't want to miss our updates next week!
We have already had the car in the studio for photos and will continue to do a couple more shoots next week after Friday's test session.
You won't want to miss our updates next week!
#343
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Car: 1987 DSE-Z Camaro
Engine: 388ci LS7
Transmission: T-56
Axle/Gears: Ford 9" DSE Full Floater
Re: Detroit Speed 1988 Camaro Test Car 2.0
Is that C&S radiator a custom setup?
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
#344
Supreme Member
Re: Detroit Speed 1987 Camaro Test Car 2.0
It's going to be a real treat watching that car in competition. Especially those of us here at Thirdgen. It will definitely add something to the marque.
#348
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