Camaro XV

[LS7 Z/28]

Mark are you using -12 for both the feed and scavenge lines to the Peterson tank? Looking at their part numbers it's confusing because they have a -16 port for their LS7 pan adapter?

615-08-0502 -12X-12
615-08-0503 -16X-12 ???

[Stielow]

Originally Posted by Valve Lash

Mark are you using -12 for both the feed and scavenge lines to the Peterson tank? Looking at their part numbers it's confusing because they have a -16 port for their LS7 pan adapter?

615-08-0502 -12X-12
615-08-0503 -16X-12 ???

I like using a -16 to feed the engine and a -12 to return to the tank. It maybe over kill but it adds oil volume to the system and seem directionally correct.

Mark

[LS7 Z/28]

Originally Posted by Stielow

I like using a -16 to feed the engine and a -12 to return to the tank. It maybe over kill but it adds oil volume to the system and seem directionally correct.

Mark

Thank you Mark. So you are running the larger -16 line but your aren't modifying the tank and the LS7 pan... You are reducing from -16 down to -12 at the both connections of the feed line?

[Stielow]

Originally Posted by Valve Lash

Thank you Mark. So you are running the larger -16 line but your aren't modifying the tank and the LS7 pan... You are reducing from -16 down to -12 at the both connections of the feed line?

We have a Peterson tank with a -16 output and the oil pan is stock LS7 so it does neck down at the pan.

Mark

[LS7 Z/28]

Originally Posted by Stielow

We have a Peterson tank with a -16 output and the oil pan is stock LS7 so it does neck down at the pan.

Mark

Thank you Mark

[SlowProgress]

Mark when you get a chance please post up the thought process behind the Centerforce clutch over the LS9 clutch you were planning earlier.
Also, any photos of the liquid coolant loop routing would be appreciated.

Thanks for all the useful information!!

[Stielow]

Originally Posted by SlowProgress

Mark when you get a chance please post up the thought process behind the Centerforce clutch over the LS9 clutch you were planning earlier.
Also, any photos of the liquid coolant loop routing would be appreciated.

Thanks for all the useful information!!

The LS9 clutch works great up to about 825 ft*lbs TQ. I was on the edge of capacity of that clutch in Red Devil and Mayhem. If you slipped (Got real hot) the LS9 clutch its high RPM reserve (Not fully releasing) was reduced. You would notice this on WOT 2-3s and 3-4s. The Centerforce will hold 1300 ft*lbs. Per Will Baty at Centerforce it will work fine with the F-body CSC but it will have better life with the GT500 Mustang CSC. It took a bit of digging but I found the GT500 part has less effective piston area so for the same master displacement it should stroke farther at the trade off a bit more pedal effort. I made my own Swedgelok quick disconnects and bench bled the system before I installed it. I'll try to take some pictures tonight. The pedal efforts seem correct to me about 35 lbs. On the high side for an OE application but good for a 957 HP Hot Rod. Statically testing it the pickup point seems correct so far I'm happy with it. Randy Johnson and Chris Smith let me drive there cars and the low speed drivabilty of the DYAD seems good. The true test come at the track.

Mark