Category: Z06 Camaro

When I was making up my collector flange for the exhaust system, we designed a template that acted as both the design for the gasket and the flange itself.  I searched high and low, but was unable to find anything available off the shelf other than direct from GM, this is a unique flange/bolt arrangement that appears to be only used on the GEN V engine.  GM wants $57.00 for a gasket and almost $600 for each downpipe that connects to the header, so here’s a simple solution.

This is the header system that the template will fit, click on the image for a higher resolution view.

Collector template -download this PDF file for fabrication.

This template is scanned full size on a regular sheet of paper so when you print it out, please print actual size so the image doesn’t get distorted.  The actual diagonal distance between bolt holes is about 3 7/8″.  The pipe diameter is 2 1/2″, but we elected to design the flange so the exhaust tubing entered into the hole rather than be welded on the outside, for thickness we used 5/16″ thick steel.  It’s your choice, but adjust the diameter of the exhaust hole based upon the size of the exhaust tubing your’e using.

For the gasket we used aluminum and heat tempered it so it was pliable, worked great and saved a ton of money.

Here’s a surprise from last weekend’s cruise-in, a new L86 Truck engine installed in a ’56 Belair, 430hp and 470 ft/pds of torque.  They machined up some spacers and managed to fit a Vintage Air serpentine belt system.  Turns out the guy’s son lives a few doors down from me.
The truck engine L86 (6.2L) and the L83 (5.3L) have this funny upward tilt to the intake manifold, which is exactly opposite to the LT1 and the LT4, and presents a challenge trying to plumb in an intake system.

We only went to 6,000 rpm, so there was a full 800 rpm left which would probably be another 10-20 hp.

All the gremlins are chased away, the engine has 1,500 miles on it, it’s beginning to feel broken in, the brakes are bedding in and we’re ready to hang out at a few car shows this summer.

 

If you want to understand what the Supercharged LT4 engine is all about watch the latest episode of Motor Trend’s “Ignition Series”.  This really explains it much better than anything I can describe what my car is like to drive.  I thought it was interesting that the manual 6-speed was just a touch faster than the new 10-speed paddle-shifting automatic. Randy Pobst really has a great overview of all the current supercars because he gets to road test them all.

After about a year of effort the new Z06 Camaro hits the road for a high-speed shakedown cruise. Power is off the charts, acceleration is instant (faster than 0-60 in 3.5 secs) and the ride quality from the Morrison clip is miles ahead of the original chassis.  Even with solid body mounts the ride quality is excellent and it never comes across as harsh, the first few inches of travel are extremely compliant. With the increased camber and C7 cast aluminum A-arms the front end will handle anything, exhibits no body lean or roll and the high speed stability is rock solid.  The performance mirrors sex, drugs and rockin’ roll, is highly intoxicating and you can never get enough.  

The only way you can experience even a small amount of the available performance is on track only, this car is faster and has a higher performance level than 99.9% of the cars on the planet.  If you want to build a Supercar, this combination is hard to beat.  Since this car has no modern computer driven driving aids such as stability control, ABS, launch control or various track modes, you can exceed your human given abilities quickly, so you have to give this car a short lease to keep things under control. Do the math, right now this car has a performance level exceeding some of the fastest cars made – 4.3 lbs/hp. Even the new Dodge Demon 840hp drag special is only 4.7 lbs/hp, it’s always about the power to weight ratio. If you haven’t watched it yet, check out the ZL1 at Nurburgring.

The current rear-end gears (4.11) will be changed out for 3.73, only because I have them available. Phase III – 4 bar link, mini-tubs and wider wheels will happen later after I put some miles down. Even with the 4.11 gears I’m still only pulling 2,100 rpm at 70 mph.  This engine is much different than the LS, it spins freely at 3,000 rpm and never feels stressed like a typical SBC.  It has tremendous torque, but likes to rev quicker due to the direct injection which is a completely different feel than the LS3.  There is a fuel-cut off switch that is part of the wiring harness and once I connect it to the clutch pedal will allow much faster shifts because the supercharger has a tendency to extend the engine’s deceleration curve. “Speed is relative, floor it.”

Here’s a great detailed article from HotRod Magazine on how to retrofit a conventional GM type II hydraulic power steering pump to a Gen V LT1.

Here’s a good look at the Morrison clip featuring C7 Corvette uppers and lowers (left side). They use a C6 upright because there’s more options available, I used Wilwood’s 14″ 6 piston brakes.

This shot is from the Morrison catalog and shows more detail without the discs and calipers installed (right side).

GM introduced this build at SEMA in 2015, which inspired me to build my version for my ’68.
There’s a lot of pictures and details that allow you to get a good look at what’s going on under the hood.