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My 1988 LFX F40 build. by Daryl M
Started on: 01-02-2019 10:42 PM
Replies: 270 (5797 views)
Last post by: Daryl M on 02-18-2020 03:34 AM
RandomTask
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Report this Post12-04-2019 08:03 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Daryl M:


Not sure what you mean by "flipping the intake". It is installed as the factory originally installed it.


Daryl,

I'm in the midst of doing the same/similar swap. Already have the F40 out of a Saab 9-3; on the hunt for a complete drop out. Ideally, I'd find an LFX out of a '12+ Camaro or a LGX out of a 15+ Camaro Caddy (ATS, CTS, ETC). Just been a pain finding an engine as Copart stuff has skyrocketed in price (and not worth it) and most recyclers yank all the accessories/electronics off.

As far as flipping the intake, the intake is mounted forward facing; good for those cars, bad for the fiero's. It appears the mounting schema is symettrical for the intake, that is you can simply flip the intake around. Although I don't know if this would be completely do-able as Camaro setups point the throttle body downward. Hopefully this picture helps clear that up:

[This message has been edited by RandomTask (edited 12-04-2019).]

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Report this Post12-04-2019 08:05 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post

RandomTask

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quote
Originally posted by msweldon:


The LF3 did come in a transverse form in the XTS-V but the turbos are a bit on the smaller side for low end torque to lug the XTS around. The turbo's measured on my LF3 shoud fit in our engine bay but like i said, the turbo to intercooler pipes can't. The pipes perhaps could be ovalized or rerouted or a BFH against the rear firewall and the engine shifted aft but I opted to remove them and go with a custom exhaust and mount over the F40 like the LP9 SAAB layout and a more appropriate mid ranged sized turbo. Unfortunately the manifold bolt patterns are different between the LF3/LF4 and the LFX/LGX so the turbo's can't be swapped over.

The LFX's are good motors but they're built internally to be normally aspirated and will fail if pushed too far with forced induction. Do a search for GretchenGotGrowl on the Camaro forums. Granted, he eventually wrung near or at 700lb/ft out of his LFX but had to replace blocks, beef up internals, HPFP, etc.. That's where the LF3/LF4 come into play... they already have the built in fueling internals to handle forced induction included. Per Renik performance out of California their weak points, if upping the boost, are needing a bigger HPFP or larger HPFP cam on the cam, upgraded LPFP, the titanium rods on the LF4 can shatter under detonation, and the main and CR bearings are a little soft for OEM embedibility / reliability.




Thanks so much for this!

Clutch - Yeah, I found in this thread that a stock Saab clutch would work. My *thought* process is to use a SPEC FW w/ a Stage 3 Spec clutch. Thanks so much for the axle info!

Have you heard of anyone running an ECU from a manual Camaro having any of these stumbling issues? (unsure of the identification of the ECU's).

My biggest thing with the LF4 is the cost. For $7k for a setup, might as well as go LS at that point.

[This message has been edited by RandomTask (edited 12-04-2019).]

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Report this Post12-04-2019 11:32 PM Click Here to See the Profile for msweldonClick Here to Email msweldonSend a Private Message to msweldonEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by RandomTask:
Thanks so much for this!

Clutch - Yeah, I found in this thread that a stock Saab clutch would work. My *thought* process is to use a SPEC FW w/ a Stage 3 Spec clutch. Thanks so much for the axle info!

Have you heard of anyone running an ECU from a manual Camaro having any of these stumbling issues? (unsure of the identification of the ECU's).

My biggest thing with the LF4 is the cost. For $7k for a setup, might as well as go LS at that point.


Not to hijack Danyl's thread...

I have the SPEC Alum flywheel and Stage 3+ setup waiting to go in for my LF3/LF4.... It goes in as soon as I finish F40 3.09FD swap...

The stumbling issues I referenced were due to not enough teeth/resolution on an external reluctor wheel feeding the E36/E92 ECM. I've fitted an LF4 ATS-V 6speed harness and ECU to my LF3 as they are 99% the same physically but the XTSV 's BCM controls the FPCM while the ATSV has a FPCM controlled by the ECM....having said that I have no point of reference to the Camaro manual LFX ECU. I would advise getting ahold of the Mitchell, or equivalent, wiring diagrams as the FSM wiring diagrams for the XTS and ATS were barely usable and far too broken up, and seeing if the manual has a separate FPCM. Since the ATS and he Camaro share a great deal in layout I would say they probably would have similar wiring layouts as well with the ATS being more complex due to the myriad of options and features Cadillac installs.

[This message has been edited by msweldon (edited 12-04-2019).]

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Daryl M
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Report this Post12-06-2019 04:00 PM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by RandomTask:
Thanks so much for this!

Clutch - Yeah, I found in this thread that a stock Saab clutch would work. My *thought* process is to use a SPEC FW w/ a Stage 3 Spec clutch. Thanks so much for the axle info!

Have you heard of anyone running an ECU from a manual Camaro having any of these stumbling issues? (unsure of the identification of the ECU's).

My biggest thing with the LF4 is the cost. For $7k for a setup, might as well as go LS at that point.



My LFX came from a 2013 Impala. The F40 came from a 2006 Saab 9-3. I had Ryan from Sinister (aka Darth Fireo on this forum) reprogram the Impala ECU for my application. My project has not progressed to the point where I know if it all works yet, but I am confident all will work as planned.
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Report this Post01-04-2020 12:29 AM Click Here to See the Profile for msweldonClick Here to Email msweldonSend a Private Message to msweldonEdit/Delete MessageReply w/QuoteDirect Link to This Post
Daryl,

Have you given any thought yet as to how you're going to handle your coolant routing? The HFV6 family of V6's have the coolant exit out of the engine on the passenger side or front of the block and inter the block just above the transmission to block mating point. This is exactly the opposite from the fiero layout. Are you planning on crossing over the coolant pipes in the bay, in the front prior to radiator, or install an aftermarket radiator with the inlet and outlets reversed.

Also, building my motor and transmission mounts for my "LF3.5" I noticed that your axles aren't exactly inline with the lateral and toe links as it looks like the F40 diff/output shafts are angled slightly forward indicating that your engine is shifted rearward a bit. Was this due to firewall clearance with all your accessories mounted toward the firewall or oil pan bosses interfering with the cradle?

Probably moot at this point and may be the 11th hour for you but you can relocate the alternator to the far side of the engine by utilizing the Camaro LFX alternator bracket which could give you some more room...

M

[This message has been edited by msweldon (edited 01-08-2020).]

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RandomTask
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Report this Post01-09-2020 12:19 AM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by msweldon:

Daryl,

Have you given any thought yet as to how you're going to handle your coolant routing? The HFV6 family of V6's have the coolant exit out of the engine on the passenger side or front of the block and inter the block just above the transmission to block mating point. This is exactly the opposite from the fiero layout. Are you planning on crossing over the coolant pipes in the bay, in the front prior to radiator, or install an aftermarket radiator with the inlet and outlets reversed.

Also, building my motor and transmission mounts for my "LF3.5" I noticed that your axles aren't exactly inline with the lateral and toe links as it looks like the F40 diff/output shafts are angled slightly forward indicating that your engine is shifted rearward a bit. Was this due to firewall clearance with all your accessories mounted toward the firewall or oil pan bosses interfering with the cradle?

Probably moot at this point and may be the 11th hour for you but you can relocate the alternator to the far side of the engine by utilizing the Camaro LFX alternator bracket which could give you some more room...

M



To your last point, I'm navigating that predicament right now. I'm looking to pick up the Impala alternator due to the belt routing, haha. My LFX is from a 2014 Camaro and Daryls alternator is where my power steering pump used to be.

Keep up the good work!
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Report this Post01-09-2020 01:55 AM Click Here to See the Profile for msweldonClick Here to Email msweldonSend a Private Message to msweldonEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by RandomTask:


To your last point, I'm navigating that predicament right now. I'm looking to pick up the Impala alternator due to the belt routing, haha. My LFX is from a 2014 Camaro and Daryls alternator is where my power steering pump used to be.

Keep up the good work!


Why are you looking to put the alternator against the firewall instead of keeping it in the stock camaro lfx location which would be the same as the 2.8 fiero? You can put an idler pulley where the impala alternator is mounted and free up quite a bit firewall, decklid hingebox clearance.
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Daryl M
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Report this Post01-09-2020 09:10 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
Msweldon & RandomTask, I really haven't worked out the coolant routing yet. As for the engine mounting and related issues, I blocked the engine/transmission in place and moved it around until I liked the position. With the power steering pump removed and a shorter belt in place, it all just seemed to fall into place. I'm not familiar with the Camaro LFX. I went with the Impala motor because it seemed there would be fewer issues using a transverse engine. Hope you guys continue to chime in. The feedback and suggestions are appreciated.
Daryl
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Report this Post01-09-2020 09:35 AM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by msweldon:


Why are you looking to put the alternator against the firewall instead of keeping it in the stock camaro lfx location which would be the same as the 2.8 fiero? You can put an idler pulley where the impala alternator is mounted and free up quite a bit firewall, decklid hingebox clearance.


To me, it's simply easier to buy a $120 alternator to mimic the impala routing rather than fabricating a pulley setup that can fix it. (Don't make crappier versions of things you can easily buy). It also looks like I'll have enough room there. I hope GM quality has increased since the 80's and I won't have to change the alternator all that often. The only way to not run an idler pulley where the PS pump was is to switch to a cadillac ATS style setup which would require getting all new accessories + crank pulley etc.

Found this pic online which is basically what I want to run:


BTW, did you get my PM?
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Will
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Report this Post01-09-2020 09:40 AM Click Here to See the Profile for WillClick Here to Email WillSend a Private Message to WillEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by RandomTask:


To me, it's simply easier to buy a $120 alternator to mimic the impala routing rather than fabricating a pulley setup that can fix it. (Don't make crappier versions of things you can easily buy). It also looks like I'll have enough room there. I hope GM quality has increased since the 80's and I won't have to change the alternator all that often. The only way to not run an idler pulley where the PS pump was is to switch to a cadillac ATS style setup which would require getting all new accessories + crank pulley etc.

Found this pic online which is basically what I want to run:


BTW, did you get my PM?


That setup is basically ideal for the Fiero, and is pretty much exactly what my Northstar runs.

Applications that have electric power steering ditch the PS pump and simplify the accessory belt drive significantly.
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Report this Post01-09-2020 09:43 AM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Daryl M:

Msweldon & RandomTask, I really haven't worked out the coolant routing yet. As for the engine mounting and related issues, I blocked the engine/transmission in place and moved it around until I liked the position. With the power steering pump removed and a shorter belt in place, it all just seemed to fall into place. I'm not familiar with the Camaro LFX. I went with the Impala motor because it seemed there would be fewer issues using a transverse engine. Hope you guys continue to chime in. The feedback and suggestions are appreciated.
Daryl


Daryl,

Gladly help in any way I can. You've done a phenomenal job thus far. I'll be catching up to you soon; just placed my order for the clutch so I can start bolting things together.

So you're tracking, on the Camaro LFX, the power steering pump and alternator are switched as to what they are on the Impala. (Fun fact, in GM's infinite wisdom on the Camaro PS Pump, they put a bolt that disconnects the pump right behind the outer edge of the pulley; you have to take the pulley off to get the pump off the block). Since we don't need the PS pump, that leaves the Camaro LFX in a little of a predicament, I can't run straight from the AC to the water pump b/c the tensioner is in the way. My options are to either keep the alternator where it is and fabricate a PS delete pulley setup, or just buy an Impala alternator and install it (where the Camaro PS pump used to be).



The only thing I'd be worried about in the picture above is the amount of belt wrap I'd be putting on the alternator. The impala setup has an idler pully right next to it to increase the purchase. While we won't be driving the alternator anywhere near as hard as an impala (since we have way less electrical needs) it's still a concern. For piece of mind, I'm on the lookout for the bolt/washer setup for this idler pulley.

[This message has been edited by RandomTask (edited 01-09-2020).]

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Report this Post01-09-2020 09:51 AM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
Oh and to add, I pulled the intake off and it looks like if you go to a camaro setup, to flip the intake around, you just need to lightly trim (~3/16") some of the ribbing on the bottom throat of the intake to clear the high pressure fuel lines.

The motor I have has ~100k miles on it and the valves are coked and I'm going to have to clean them. Seems some of the Camaro guys are seeing coking at around 15k miles. Might behoove you to pull the intake off and take a peak while everything is way more serviceable (ie, out of the car).
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Report this Post01-14-2020 10:55 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
Daryl, do you have the electrical schematic by chance? Or could you point me in the right direction? Gonna start rewiring this beast
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Daryl M
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Report this Post01-15-2020 02:21 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
I got wireing instructions form Sinister (Darth Fiero on this forum). He also reprogrammed my ECM. It isn't really a schematic, more like instructions about what wire of the Impala harness goes to where on the Fiero. Since his changes are his intelectual property, I am reluctant to share without his authorization. Ryan is great to work with and was able to answer questions as I went along. Worth the money to have his brain to pick. If I were you, I'd contact him.
sp1@gmtuners.com
Hope this helps.
Daryl
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Report this Post01-15-2020 06:17 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Daryl M:

I got wireing instructions form Sinister (Darth Fiero on this forum). He also reprogrammed my ECM. It isn't really a schematic, more like instructions about what wire of the Impala harness goes to where on the Fiero. Since his changes are his intelectual property, I am reluctant to share without his authorization. Ryan is great to work with and was able to answer questions as I went along. Worth the money to have his brain to pick. If I were you, I'd contact him.
sp1@gmtuners.com
Hope this helps.
Daryl


Totally understand. Yeah, I already reached out to him. .. just need to finish the paperwork and send it to him.

Thanks!
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Daryl M
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Report this Post01-17-2020 08:23 PM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
Ryan does a thorough job of taking everything into consideration. You should be happy with what he provides.
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Report this Post01-27-2020 08:33 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
So people are tracking if they want to do this with a Camaro LFX - My suggestion is do the impala and source a Camaro intake; way easier. From my research, the horsepower is in the intake and tune.

Things -
Belt Routing - Impala is already set up for it. I discovered that I can't just install an Impala alternator as the oil filter setup is different from the Camaro vs the Impala. The Camaro's comes straight up off the block to a cartridge style filter. The Impala setup goes back (towards the rear of the block) and out the "left" side of the block to utilize a canister filter; pretty much where the stock oil filter is located. The Camaro oil filter setup will prevent you from installing impala alternator. I had to purchase the Impala oil filter housing Assy (GM PN: 12657485)

Cooling - The Impala again, is better setup for this. First, the t-stat housing on the Camaro aims the inlet to the right to go around the block towards the front of the engine. The impala housing (PN is 12681132) aims it to the left (towards the front of a Fiero). As far as the outlet, the Camaro setup aims it straight forward, more than likely into the fiero right side strut tower. The impala kicks it to the left (front of fiero). I just picked one up off ebay for $20 as I couldn't find the part in any online catalog (eg GMPartsDirect) but the PN cast into the unit is 12597590.

I still have to figure out I want to run this to the cooling of the car, notably since the inlet/outlet is reverse from the Fiero setup. I'll most likely get a custom radiator to address this. I'll burn this bridge when I get there.


Intake - You can the Camaro intake 180* You do need to break out a dremel and trim some of the ribbing underneath the "throat" of the intake to clear the high pressure pump plumbing that's on the back side of the engine. I actually think once you do this it will put you in better shape for intake plumbing.

[This message has been edited by RandomTask (edited 01-28-2020).]

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Daryl M
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Report this Post02-01-2020 02:14 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
RandomTask, just how much of the hp increase do you think is because of a better intake? Does your research indicate that any of the increase is because of better exhaust?
Daryl
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Report this Post02-01-2020 02:15 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post

Daryl M

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RandomTask, just how much of the hp increase do you think is because of a better intake? Does your research indicate that any of the increase is because of better exhaust?
Daryl
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Report this Post02-03-2020 06:09 AM Click Here to See the Profile for Joseph UpsonClick Here to Email Joseph UpsonSend a Private Message to Joseph UpsonEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Daryl M:

RandomTask, just how much of the hp increase do you think is because of a better intake? Does your research indicate that any of the increase is because of better exhaust?
Daryl


This along with programming is what I thought made the difference. I followed a discussion and trial on an LLT vs. LFX intake on the Camaro forum where an LLT intake was mounted on an LFX, or the other way around and the end result I vaguely recall seemed to favor the LLT intake, but the overall outcome for the effort was that it wasn't worth the trouble.

I was also not impressed with the fact that a different intake manifold, larger intake valves, increased intake camshaft duration, moving the power peak 400 rpm higher to 6800 and adding .2 more compression points for the LFX, only netted 11 additional hp more than the LLT for the Camaro. That's an awful lot of upgrading for the return, of course that's only a snap shot as the entire performance curve would have to be compared for the over all difference.

There is a 7hp difference between the single and dual exhaust LLT for the Saturn outlook, so the exhaust definitely appears to have a notable effect with the typical fwd arrangement.

If you can believe wicked pedia; https://en.wikipedia.org/wi..._High_Feature_engine

[This message has been edited by Joseph Upson (edited 02-03-2020).]

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Report this Post02-03-2020 09:52 PM Click Here to See the Profile for RandomTaskClick Here to Email RandomTaskSend a Private Message to RandomTaskEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Daryl M:

RandomTask, just how much of the hp increase do you think is because of a better intake? Does your research indicate that any of the increase is because of better exhaust?
Daryl


No idea. May be 5-10hp? Like I said earlier, I *think* the camaro intake will make swapping this setup way easier but I'll let you know when I get there.

 
quote
Originally posted by Joseph Upson:


This along with programming is what I thought made the difference. I followed a discussion and trial on an LLT vs. LFX intake on the Camaro forum where an LLT intake was mounted on an LFX, or the other way around and the end result I vaguely recall seemed to favor the LLT intake, but the overall outcome for the effort was that it wasn't worth the trouble.

I was also not impressed with the fact that a different intake manifold, larger intake valves, increased intake camshaft duration, moving the power peak 400 rpm higher to 6800 and adding .2 more compression points for the LFX, only netted 11 additional hp more than the LLT for the Camaro. That's an awful lot of upgrading for the return, of course that's only a snap shot as the entire performance curve would have to be compared for the over all difference.

There is a 7hp difference between the single and dual exhaust LLT for the Saturn outlook, so the exhaust definitely appears to have a notable effect with the typical fwd arrangement.

If you can believe wicked pedia; https://en.wikipedia.org/wi..._High_Feature_engine



Ceteris paribus, about 10hp. Camaro went from 312hp to 323hp. The LFX is also 20lbs lighter than the LLT.

To me the crown jewel is in the exhaust. The integrated exhaust port on the head makes re-routing the exhaust light years easier than fabbing up a custom set of headers that the LLT would require.

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Report this Post02-04-2020 09:43 AM Click Here to See the Profile for WillClick Here to Email WillSend a Private Message to WillEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by RandomTask:

To me the crown jewel is in the exhaust. The integrated exhaust port on the head makes re-routing the exhaust light years easier than fabbing up a custom set of headers that the LLT would require.


But also means that it's impossible to build headers for the LFX...
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Report this Post02-05-2020 08:43 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
Not having to mess with headers may be a good thing.
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Report this Post02-12-2020 07:36 PM Click Here to See the Profile for WillClick Here to Email WillSend a Private Message to WillEdit/Delete MessageReply w/QuoteDirect Link to This Post
Or it could mean giving up on the highest levels of naturally aspirated power.
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Report this Post02-14-2020 12:27 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
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Originally posted by Will:

Or it could mean giving up on the highest levels of naturally aspirated power.


Maybe, but if your goal is the highest normally asperated power, why choose an LFX? Wouldn't an LS4 be an easier way to get more power?
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Report this Post02-14-2020 03:25 PM Click Here to See the Profile for WillClick Here to Email WillSend a Private Message to WillEdit/Delete MessageReply w/QuoteDirect Link to This Post
What if your goal is the highest naturally aspirated power you can get from a high feature V6?
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Joseph Upson
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Report this Post02-15-2020 04:38 AM Click Here to See the Profile for Joseph UpsonClick Here to Email Joseph UpsonSend a Private Message to Joseph UpsonEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Will:

What if your goal is the highest naturally aspirated power you can get from a high feature V6?


You Devil you. I see what you did there.
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ChuckR
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Report this Post02-17-2020 06:16 AM Click Here to See the Profile for ChuckRClick Here to Email ChuckRSend a Private Message to ChuckREdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Will:

What if your goal is the highest naturally aspirated power you can get from a high feature V6?


Then start with an LLT, if custom headers are worth the lower HP start...
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Will
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Report this Post02-17-2020 12:52 PM Click Here to See the Profile for WillClick Here to Email WillSend a Private Message to WillEdit/Delete MessageReply w/QuoteDirect Link to This Post
 
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Originally posted by ChuckR:

Then start with an LLT, if custom headers are worth the lower HP start...


Well since the LFX has basically built-in long manifolds... Where does the extra power come from? Cams? Intake ports? I was under the impression it was cams, which would be part of a stout LLT build anyway...
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ChuckR
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Report this Post02-17-2020 04:57 PM Click Here to See the Profile for ChuckRClick Here to Email ChuckRSend a Private Message to ChuckREdit/Delete MessageReply w/QuoteDirect Link to This Post
 
quote
Originally posted by Will:


Well since the LFX has basically built-in long manifolds... Where does the extra power come from? Cams? Intake ports? I was under the impression it was cams, which would be part of a stout LLT build anyway...


Could you not port/ polish the heads on the LFX to gain better in and out flow? I know there would be more polishing done on the exhaust side than on a normal head. I have never seen the inside on the LFX heads just spit balling ideas of gaining power on better breathing.
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Daryl M
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Report this Post02-18-2020 03:34 AM Click Here to See the Profile for Daryl MClick Here to Email Daryl MSend a Private Message to Daryl MEdit/Delete MessageReply w/QuoteDirect Link to This Post
So, as I understand it, the published hp & torque for engines are as installed in the car . a Camaro has a much different air box and exhaust than an Impala, or any other less sporty car. Could the biggest factor determining the added Camaro power be air box and exhaust, both of which are designed on the non-sporty models to be very quiet? If that is the case, a high flow cold air intake and less restrictive exhaust may just make more difference than you think.
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