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1969 Camaro Transforms From Big Block to Supercharged LT4 V8 at V8 Speed & Resto Shop
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This is the next chapter of the 1969 Camaro we modified in the V8 Speed & Resto Shop with all new Detroit Speed suspension, Forgeline Wheels, Baer Brakes, Toyo Tires, Holley EFI, and more go-fast and handling goodies. Here’s the original forum thread telling that part of the story: LateralG: https://goo.gl/7DKBZj And the video from that experience: https://youtu.be/LlJ3yb0MqR8 Well, remember how we said that some cars are never finished, and are on a constant evolution to improve? WELL, this ‘69 is back in the shop for some upgrades once again! This time, the owner wanted to change the personality of the car a bit and move from the angry 540 Big Block Chevy into an LT4 supercharged power plant for a more refined - but still powerful - driving experience. We started the engine removal process by protecting the car with a Badass Fender Cover… which should be called a nose cone, to be honest. https://lh3.googleusercontent.com/-D...9-17_0004a.JPG We measured the spacing on the hood to fenders and valance for reference, and then removed the hood. All the engine fluids were drained, exhaust was disconnected, wiring harnesses disconnected… all the usual items required for engine removal. Out came the big Chevy engine. https://lh3.googleusercontent.com/-b...20-17_0018.JPG Tyler experiences DejaVu on this car, recalling the first time the engine came out of the car before the big suspension overhaul! https://lh3.googleusercontent.com/-T...20-17_0021.JPG |
The Chevrolet Performance LT4 V8 engine arrived on a pallet from another shop, where it had been painted black and upfitted with an underdrive pulley system to generate more supercharger boost pressure. The dry sump oil system tank is also visible on the pallet in this shot.
https://lh3.googleusercontent.com/-v...19-17_0001.JPG These generate around 640 horsepower and 630 lb. ft. of torque, but the mods on this one will ensure more oomph than that. https://lh3.googleusercontent.com/-f...19-17_0002.JPG https://lh3.googleusercontent.com/--...19-17_0004.JPG https://lh3.googleusercontent.com/-B...19-17_0005.JPG The LT4 features direct-injection, and it comes in the Z06 Corvette in regular production trim. Here the Drive Junky LT4 front accessory system is visible. https://lh3.googleusercontent.com/-y...19-17_0007.JPG https://lh3.googleusercontent.com/-3...19-17_0012.JPG Dry sump oiling system tank https://lh3.googleusercontent.com/-u...19-17_0013.JPG |
SWEET! Plenty of belt wrap one those pulleys. Did you bigger on the top pully as well as the bottom? Bottom I think I read 9.20, what is the top?
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Nice. I wondered how long that would take. :D
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Subscribed !!!!
Sent from my iPad using Tapatalk |
Time for a quick test-fit of the LT4.
https://lh3.googleusercontent.com/-u...20-17_0025.JPG We had recently installed a new Centerforce DYAD clutch and flywheel on our 540 big block Chevy engine but we wanted to run a Centerforce DYAD clutch with the LT engine as well. However, the LT flywheel would be different. Rather than install the new flywheel with a used clutch and split up the set, we elected to obtain a new flywheel and DYAD DS clutch from Centerforce for the LT engine, and offer the matched clutch and flywheel from the big block for sale. https://webinjected.blob.core.window...14844-1_lg.jpg The Centerforce DYAD DS is a thing of mechanical beauty. The machined flywheel is nearly too nice to hide inside a bellhousing! https://lh3.googleusercontent.com/-Q...20-17_0031.JPG BUT… it wouldn’t do much good on the bench! ARP hardware holds it to the LT4 crank. https://lh3.googleusercontent.com/-2...20-17_0032.JPG You’ll notice some pink / red dots on the components… these are alignment markings provided by Centerforce. This system was balanced at the factory, and they are kind enough to place the parts in the box all ready to go. However, if you seperate them, you can realign the parts using the dots to during installation so they remain in balance. The DYAD part… the 11” clutch disc and the “floater” dual disc assembly. Centerforce claims these will hang on to up to 1300 lb. ft. of torque while still being able to drive comfortably. We’ve found the driveablility claim to be true in several high-hp cars, including this one with the 540. These units provide predictable “grab” with smooth engagement and a pedal you can live with. https://lh3.googleusercontent.com/-F...20-17_0030.JPG |
The pressure plate and clutch plates mounted to the LT4 with ARP studs. The alignment tool is still in place in this shot. The pink dots correspond with the dot on the flywheel. The cad-plated ring is the front half of the explosion-proof scattershield.
https://lh3.googleusercontent.com/-z...20-17_0040.JPG Hydraulic throw-out bearing on the input shaft of the T56 Magnum 6-speed transmission. https://lh3.googleusercontent.com/-e...20-17_0045.JPG The SFI spec bellhousing attached to the front of the transmission. https://lh3.googleusercontent.com/-A...20-17_0048.JPG We lowered the LT4 into the nose of the Camaro and shot a quick video. Excuse the quality, this is from a V8TV “Minute To Winnit Live” video we streamed on our Facebook page. Pics of the fit and some new surprises next time! |
Beautiful car.
What are your plans for the heat exchanger? |
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Regards, Larry |
There are numerous connections off the back of the LT4 that require some space to access and make them look clean, as well as for serviceability.
https://lh3.googleusercontent.com/-1...03-18_0005.JPG The V8 crew lowered the engine into the bay just to get a visual of how things were going to fit. This car had a smoothed firewall, and A/C bulkhead fittings down on the passenger side. The motor mounts had not yet been chosen, this was just to get a bird’s eye view of any potential challenges. https://lh3.googleusercontent.com/-Y...17.12.20z1.jpg It was obvious that there would be some clearance issues on the back side of engine as the assembly moved closer to the transmission. https://lh3.googleusercontent.com/-r...17.12.20z2.jpg https://lh3.googleusercontent.com/-0...17.12.20z3.jpg The engine was lifted out, and the firewall was examined. At this point, the team noticed that the existing firewall was showing some cracking bodywork and would require a fix and repaint regardless. https://lh3.googleusercontent.com/-Y...22-17_0060.JPG The decision was made to modify the firewall to better accommodate the new engine and fix the surface issues. In order to do this, the front sheetmetal was to be removed. |
The team carefully measured and recorded the gaps, spacing, and fitment of the panels and the alignment so that everything would go back together properly.
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Front body panels removed.
https://lh3.googleusercontent.com/-o...22-17_0002.JPG Here you can see the bruised firewall. We decided to investigate further. https://lh3.googleusercontent.com/-4...26-17_0008.JPG Hmm https://lh3.googleusercontent.com/-v...28-17_0002.JPG Lots of cracks and filler are lurking below… https://lh3.googleusercontent.com/-m...28-17_0003.JPG Putting the engine back in place on Dirty Dingo mounts in the Detroit Speed subframe, we could see the clearance from the head to firewall was a bight tight. https://lh3.googleusercontent.com/-G...03-18_0020.JPG The accessory drive seemed to fit well, even with the increased diameter crank pulley. https://lh3.googleusercontent.com/-D...03-18_0017.JPG There’s room for the A/C compressor as well. https://lh3.googleusercontent.com/-L...03-18_0018.JPG But the decision was made to do some work on the firewall to repair the damage and make a bit more room for the engine, as well as to clean up the A/C bulkhead fitting holes. |
The Camaro was moved to the metal fabrication shop where the new firewall would be created.
Once the heater block off panel was removed, it became obvious that this car was originally painted blue. It was also obvious that because of the cracks and previous finish work, the heater block off panel was holding water and rusting the bottom of the firewall. Water literally ran out when we removed the panel. https://lh3.googleusercontent.com/-A...16-18_0001.JPG https://lh3.googleusercontent.com/-6...16-18_0002.JPG https://lh3.googleusercontent.com/-E...16-18_0003.JPG https://lh3.googleusercontent.com/-X...16-18_0016.JPG The opening was ground smooth of rust and corrosion and a plan was made for the new firewall. https://lh3.googleusercontent.com/-f...16-18_0019.JPG Fabricator John felt a large piece would allow him to start over cleanly. https://lh3.googleusercontent.com/-Q...01-17.0014.JPG |
The edges are tapped over with a tee-shaped rounding dolley.
https://lh3.googleusercontent.com/-L...01-18.0018.jpg Some shrinking helps tighten up the edges https://lh3.googleusercontent.com/-Y...01-18.0019.jpg The main piece seems to fit pretty well. Next, the tunnel portion is marked for an extension piece on the firewall. This will allow more clearance for the LT4. https://lh3.googleusercontent.com/-V...01-18.0020.jpg https://lh3.googleusercontent.com/-d...01-18.0020.JPG A trip to the Pullmax starts the tunnel housing extension. A pointed die begins to “fold” a flat section. https://lh3.googleusercontent.com/-z...01-18.0024.jpg https://lh3.googleusercontent.com/-R...01-18.0022.jpg https://lh3.googleusercontent.com/-e...01-18.0023.jpg The shape is roughed in. https://lh3.googleusercontent.com/-y...01-18.0025.jpg |
Some shrinking on the Mittler Brothers shrinker helps form the curves
https://lh3.googleusercontent.com/-1...01-18.0026.jpg And a bit more on the Pullmax to make the contours deeper. https://lh3.googleusercontent.com/-0...01-18.0027.jpg And the corners are tightened up with a sharp-edged dolley. https://lh3.googleusercontent.com/-q...01-18.0028.jpg A test fit with magnets and cleco clamps, things are looking good! https://lh3.googleusercontent.com/-s...1-19.0002a.JPG The section is tack welded to the firewall with the HTP Mig 200 welder, then test fit in the car. https://lh3.googleusercontent.com/-z...1-19.0003a.JPG https://lh3.googleusercontent.com/-u...01-19.0001.JPG |
The firewall is cut back a bit to facilitate the install of the new panel.
https://lh3.googleusercontent.com/-U...01-19.0002.JPG https://lh3.googleusercontent.com/-W...1-22.0001a.JPG The welding is completed and metal-finished, then the panel is cleaned and treated with an epoxy primer on the inside. https://lh3.googleusercontent.com/-7...1-22.0005a.JPG Any corrosion is removed from the firewall, and weld-through primer is applied before the new panel is welded in place. https://lh3.googleusercontent.com/-B...01-23.0001.JPG The firewall is then welded to the car, and all welds are finished. https://lh3.googleusercontent.com/-0...01-23.0003.JPG https://lh3.googleusercontent.com/-f...01-23.0005.JPG |
This little corner requires a small piece to “connect the dots”.
https://lh3.googleusercontent.com/-S...01-23.0007.JPG https://lh3.googleusercontent.com/-y...01-23.0011.JPG Welds are all ground and metal finished. https://lh3.googleusercontent.com/-F...01-24.0016.JPG The finished firewall will only require a touch of filler before epoxy and paint. https://lh3.googleusercontent.com/-m...01-24.0020.JPG https://lh3.googleusercontent.com/-9...01-24.0021.JPG https://lh3.googleusercontent.com/-K...01-24.0023.JPG https://lh3.googleusercontent.com/-9...01-24.0027.JPG |
The LT4 is lowered back in place, and the fit is verified. It’s still a bit tight, and the harness will need to be held upward during install to fit cleanly in the new panel’s recess.
https://lh3.googleusercontent.com/-2...01-24.0030.JPG https://lh3.googleusercontent.com/-e...01-24.0031.JPG https://lh3.googleusercontent.com/-Z...01-24.0032.JPG |
That looks nice Kevin, As always.
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Nice work, so the A/C compressor fits the subframe without modification?
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Firewall
Great wok on the firewall!!! :king:
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Another BIG BLOCK brother gone..:(
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Doom, don't think of it that way... another person got the BBC from this car, so it lives on! |
The LT4 runs a dry sump oiling system, meaning it does not have traditional oil pan holding the engine oil supply. Instead, the oil is stored in a seperate tank outside the engine and is pumped through the engine. The benefit is more consistent oil delivery during high speed turns and increased oil cooling and capacity. Also, the pump is more efficient and easier to service than a traditional oil pump.
The down side is the need for complex plumbing and an oil reservoir tank under the hood. Also, it can be challenging to bring the engine oil up to operating temperature in daily-driving conditions thanks to the higher capacity and cooling effects of remote tanks and plumbing. Locating the tank can be tricky, as one must consider packaging under the hood. In a race car, you ideally want the tank to be “inside” the wheelbase of the car where you can place it to compliment the vehicle’s balance. However, packaging compromises can dictate otherwise. In our case, we elected to install the custom Peterson Fluid Systems tank in the forward part of the passenger fender. https://lh3.googleusercontent.com/-_...02-21.0001.JPG Baffle in the tank https://lh3.googleusercontent.com/-i...02-22.0007.JPG The footprint of our tank is 7” in diameter. We cut a hole in the inner fender to accommodate the tank. https://lh3.googleusercontent.com/-T...02-21.0004.JPG https://lh3.googleusercontent.com/-W...02-22.0002.JPG https://lh3.googleusercontent.com/-M...02-22.0001.JPG |
Note that this Camaro has an RS grille and hidden headlights, so we’ll have to address the light mechanism as we go.
https://lh3.googleusercontent.com/-7...02-22.0005.JPG https://lh3.googleusercontent.com/-Z...02-22.0006.JPG We made an aluminum bracket to mount the tank retaining clamp. https://lh3.googleusercontent.com/-_...02-22.0010.JPG https://lh3.googleusercontent.com/-x...02-22.0012.JPG The tank is barely visible peeking into the passenger front wheel tub. https://lh3.googleusercontent.com/-B...02-22.0013.JPG [imghttps://lh3.googleusercontent.com/-UcXlnG2OhjI/Wo9QciFuaMI/AAAAAAAC2os/V0sSvdHoaG8Un2ZWl8VlsKVhAqVPI6WqwCHMYBhgL/s1600/1969%2BCamaro%2BLA_2018-02-22.0015.JPG[/img] https://lh3.googleusercontent.com/-r...02-22.0016.JPG The tank will receive protective coating on the lower half. |
Is that the 10 qt. tank?I was thinking about doing mine in same place.
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It's the 8 qt (2 gal) tank.
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Thanks,you great do super nice work:trophy-1302:
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Meanwhile, the crew did some bodywork on the custom firewall and prepped it for paint. A gray coat of epoxy provides corrosion protection.
https://lh3.googleusercontent.com/-W...03-05.0012.JPG It didn’t need much, but we skim-coated the panel with Evercoat Ultra filler and blocked it flat as can be. https://lh3.googleusercontent.com/-O...03-06.0015.JPG https://lh3.googleusercontent.com/-A...03-06.0016.JPG After filler, the panel was sprayed with a polyester filler, and block sanded some more. https://lh3.googleusercontent.com/-M...03-08.0019.JPG The polyester is blocked until flat, removing any sanding scratches or marks left from the previous steps. It is sanded to 220 grit, and then brought back to the booth for some 2k high-build primer and more block sanding. https://lh3.googleusercontent.com/-W...03-08.0020.JPG The seams were also sealed to prevent corrosion. https://lh3.googleusercontent.com/-R...03-12.0001.JPG https://lh3.googleusercontent.com/-0...001%2Bcopy.JPG After the primer was sanded to 600 grit, Jeff sprays a satin black urethane on the firewall. [img]https://lh3.googleusercontent.com/-oQEe9X7k0FQ/Wqwvxjye4FI/AAAAAAAC4x8/9aUOZkJLHDk5f2ZhKqnuVm2PN3Bcq1izgCHMYBhgL/s1600/1969%2BCamaro%2BLA_2018-03-12.0006.JPG/[img] https://lh3.googleusercontent.com/-v...03-12.0009.JPG Once the paint dried, the satin finish was revealed. https://lh3.googleusercontent.com/-3...03-13.0013.JPG https://lh3.googleusercontent.com/-U...03-13.0014.JPG |
Once the firewall was cured, the mechanic shop took over with the final install of all the goodies.
https://lh3.googleusercontent.com/-g...03-14.0001.JPG The Detroit Speed subframe and suspension was cleaned up amd the new firewall protected as the LT4 was set in place. https://lh3.googleusercontent.com/-V...03-14.0002.JPG https://lh3.googleusercontent.com/-r...03-14.0004.JPG https://lh3.googleusercontent.com/-h...03-14.0011.JPG https://lh3.googleusercontent.com/-w...03-14.0014.JPG Looking pretty good up there. https://lh3.googleusercontent.com/-d...03-14.0020.JPG |
The team begins to install the various systems on the car and LT4.
Engine wiring is routed low through the bulkhead plate made in our metal shop. https://lh3.googleusercontent.com/-q...03-14.0037.JPG https://lh3.googleusercontent.com/-w...03-14.0036.JPG The Ultimate Headers are exhaust artwork, with cast stainless flanges and stainless tubes. The ARP hardware squeezes MLS gaskets, and the headers utilize 1 ⅞” stainless tubes. These are Jet-Hot coated satin black. https://lh3.googleusercontent.com/-b...03-14.0029.JPG Detroit Speed subframe leaves plenty of room for headers. https://lh3.googleusercontent.com/-x...03-14.0038.JPG They sure are pretty. https://lh3.googleusercontent.com/-8...03-14.0041.JPG |
Detroit Speed wiper motor provides a bit of room in addition to delay wiper action.
https://lh3.googleusercontent.com/-T...03-16.0005.JPG Battery lives in trunk out of the way. https://lh3.googleusercontent.com/-z...03-20.0001.JPG Water pump is tapped for temp sensor. https://lh3.googleusercontent.com/-L...03-21.0001.JPG https://lh3.googleusercontent.com/-7...03-21.0003.JPG https://lh3.googleusercontent.com/-8...03-21.0004.JPG Engine ECM lives on driver side of firewall inside of fender. https://lh3.googleusercontent.com/-J...03-21.0007.JPG Engine power center will live on passenger side. https://lh3.googleusercontent.com/-Q...03-21.0013.JPG https://lh3.googleusercontent.com/-6...03-21.0014.JPG Radiator core support set back in place. https://lh3.googleusercontent.com/-M...0/IMG_9105.JPG |
Superchargers create a lot of heat, so the cooling system needs to be effective. The LT4 will be keeping its cool thanks to a C&R Racing radiator and supercharger heat exchanger. These are bred from C&R’s F1 racing program and offer many innovations for performance and strength.
The heat exchanger is designed for the Camaro’s grille opening size. https://lh3.googleusercontent.com/-V...0/IMG_9117.JPG Pins on the bottom of the heat exchanger locate it in the mount, which uses rubber bushings to protect against vibration harm. https://lh3.googleusercontent.com/-5...0/IMG_9112.JPG Mounting “shelf” with rubber bushings. https://lh3.googleusercontent.com/-w...0/IMG_9119.JPG A rubber padded top mount slips between the stock Camaro support and vertical bracing. https://lh3.googleusercontent.com/-B...0/IMG_9123.JPG Note the 4 mounting tabs and screws, those are for mounting a Vintage Air condenser core to the front of the heat exchanger. These are provided by C&R. |
On the back side, the radiator is mounted to the core support.
https://lh3.googleusercontent.com/-d...0/IMG_9213.JPG A high fin and tube per inch count increases surface area for better cooling, and the tubes are actually extruded for strength. These are shots of a cutaway: https://lh3.googleusercontent.com/-W...04-17.0010.JPG C&R builds these tube cores to withstand pressure of 100 psi in F1 racing, a pressure they won’t ever see in a street car like this, but they withstand “ballooning” and potential cracking and bursting like rolled tubes. https://lh3.googleusercontent.com/-7...04-17.0007.JPG They’ve also added reinforcements to the structure to keep the tanks and cores from separating and leaking. https://lh3.googleusercontent.com/-c...04-17.0009.JPG The driver side incorporates an engine oil cooler, and the twin Spal fans are visible here. https://lh3.googleusercontent.com/-N...0/IMG_9214.JPG Passenger side connections for engine coolant. Aluminum bracketry bolts to the stock Camaro radiator support locations. https://lh3.googleusercontent.com/-U...0/IMG_9217.JPG Here, the Vintage Air A/C condenser core has been added to the front of the heat exchanger. https://lh3.googleusercontent.com/-e...0/IMG_9222.JPG |
Kevin its lookin good!
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WOW. Great work Kevin. The C & R stuff looks top notch.
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