Background
David B brought us one clean, and I do mean clean, 2014 Camaro SS. With less than 1500 miles on the clock, it looked as if it had just left the dealership. Complete with a manual transmission, LS3 engine, and a sharp set of wheels, all that was missing from this Camaro's resume was a healthy cam chop and an open bypass valve at idle. Consider this a hint as to what was planned for this Camaro.
The LS3 platform responses well to all forms of power adders, but for the ultimate in sleek design, near factory appearance, and low maintenance, you simply cannot beat a Procharger set up. Capable of +700rwhp, the sky (and bottom end) is the limit with the F1A head-unit. Power delivery is fairly linear and predictable, as boost is dependent on rpm. Once a Procharger starts moving a lot of air in its efficiency range, be prepared to hold on and feel the seat being pushed through your back. The sensation of hearing the bypass valve close as boost is directed into the engine is quite the experience. I have adopted the term “impending doom” to describe it, and it's truly one of my favorite aspects of a big Procharger setup.
Before diving into a build headfirst, we like to measure stock horsepower and torque figures in order to see the gains from modifications, especially when they are this extensive. In true GM underrated fashion, the 2014 LS3 made two no-nonsense back to back dyno pulls, putting down a solid 425rwhp and 399lbft of torque. Now let's see what happens when an LS3 is given some better lungs and they are properly force-fed.
Modifications Installed
You could install only the supercharger unit and make a lot more power, or you could pair the supercharger unit with a heads and cam combo and make a LOT more power. Combinations are what really make power, and that philosophy is what WXM lives by. A properly spec'd out combo will always perform better than randomly choosing off-the-shelf parts and hoping for the best.
When adding this kind of power to a platform that was originally naturally aspirated, a lot more items need to be addressed. It is never as simple as slapping on a blower and making 700 to the tires. In this case, bigger fuel injectors (in this case, Injector Dynamics 1000cc) are needed as well as a voltage booster (JMS Boost-a-Pump) on the stock fuel pump. Airflow is nothing (except dangerous) without the ability to properly provide enough fuel to feed the engine, and the F1A unit makes for a very thirsty engine indeed.
Once all supporting modifications are in place, the floodgates of air going into and out of the LS3 can be opened! We installed a set of WXM ported LS3 heads paired with a WXM custom grind camshaft. As you will here in the video, the heads and cam combo makes for an impressive idle. However, the heart of this setup is the F1A Procharger unit equipped with an air-to-air intercooler to keep intake air temperatures down. While the F1A is capable of over 1000rwhp, the owner wished to pulley to F1A to make a conservative 10psi at 6400rpm. A full list of modifications can be seen below.
F1A Procharger Kit
LS3 ported heads with BTR 660 spring kit
JMS Boost A Pump
ID1000 injectors w rail spacers
Blower Cam kit with DOD delete
SW 2" headers
Center Force clutch
Results and Final Thoughts
When tuning a large Procharger build, the stock MAF is usually ditched in favor of a full speed density (SD) tune. This gives the tuner more control over fueling in the various rpm and manifold pressure regions. We decided to update the 2014 Camaro with a HP Tuners 2-bar Speed Density operating system (OS). The major benefit of this OS over the stock PCM OS is that WOT enrichment is now dependent on manifold pressure instead of rpm.
After start-up and drivability were ironed out with the new parts and injectors, WOT tuning could commence. After a few pulls to dial in fueling and optimize spark advance, the Procharged LS3 laid down an impressive 677rwhp and 563lbft of torque on our MD AWD-1100 dyno. This is a difference of over 252rwhp and 164lbft of torque over stock! Dynojet numbers would comparably be in the mid 700s (we have verified this relation with various shop cars). When viewing the before-and-after charts together, you can clearly see how the F1A pulls harder and harder as the rpm needle climbs and generates more and more boost. Peak torque went from ~4600rpm to ~5700rpm, and the F1A LS3 torque is greater than the maximum stock LS3 torque (399lbft) after 3200rpm. It is difficult to describe how this feels on the street, but it should suffice to say that it is like riding a wave of torque all the way to redline. David B can be confident that he can blow the doors off just about anything he will run into at a stop light. A new set of meats for the rear rims should definitely be next on his list of modifications. However, that is usually the story for most cars leaving the WXM facility, because making power is what we do best.
]]>This includes the WEAPON-X Stage 2 CTS-V3 Carbon intake, ported 103mm billet TB, WEAPON-X Stage 3 LT4-V ported blower, WEAPON-X Stage 2 Cylinder Heads, ARP Head Stud kit, WEAPON-X Stage 3 Camshaft, WEAPON-X Stage 4 Pulley Kit,...
]]>Robert G's 2017 Cadillac CTS-V will be receiving the WEAPON-X V850 package.
This includes the WEAPON-X Stage 2 CTS-V3 Carbon intake, ported 103mm billet TB, WEAPON-X Stage 3 LT4-V ported blower, WEAPON-X Stage 2 Cylinder Heads, ARP Head Stud kit, WEAPON-X Stage 3 Camshaft, WEAPON-X Stage 4 Pulley Kit, SW Headers & Valved Exhaust, DS Carbon Driveshaft, WEAPON-X V3 Triple XXX Cooler Kit, WEAPON-X Trunk Mount Cooler Tank, WEAPON-X 160 Thermostat, and fresh plugs/wires/coils.
Stay tuned for videos and pictures illustrating this build!
We've begun the breakdown process. Perfect time to fit the new WEAPON-X Valve Covers.
Here we see this LT4 powerhouse completely broke down. One of the only times you'll be able to see right through a 2017 CTS-V LT4 block.
Carbon fiber 1 piece drive shaft installed.
WEAPON-X Triple X Heat Exchanger system installed. This revolutionary HX system has shown to cool the LT4 pull after pull at a rate of 5x vs the stock hx system. Not only that, this Triple X system offers a 154% increase in cooling volume which equates to the IAT's never reaching the temperatures that they do with the stock system.
Isn't that just purdy! The SW V3 headers & exhaust system are installed & ready to help open this LT4 power house up! Not to mention, with the mild lopeyness of the cam, this exhaust really adds to the tone of the car. Listen below.
First Start up! Don't mind the smoke - That is related to the brand new exhaust burning off the residue that comes from the factory.
]]>Clay S' sleek Porsche 911 Turbo S -- 68 mm Tial turbos, Custom intercoolers by Champion motorsports, IPD plenum, Kline exhaust, Forgeline GAR1s wheels wrapped in Michelin Pilot Super Sport tires (335 rear and 275 front)
Call or email us today to schedule your Dyno tune or Dyno rental!
614.489.8360
Sales@Weapon-X.com
The third generation CTS-V leaves very little to be desired in the way of performance coming off the showroom floor. However, that does not mean that more is not readily available. We would like to introduce our in-house produced WXM Carbon V3 Intake for the CTS-V. This intake was developed and tested in our facility to ensure that you are getting nothing short of the best in affordable aftermarket performance, all without having to making adjustments to the stock ECU calibration (warranty blues...). Measurements on our Mustang 1100AWD Dyno showed consistently solid gains to the tune of 28rwhp without having to get your hands too dirty in the installation process. This intake can be unboxed and installed in about 10-20 minutes in your driveway.
The newer generations of GM LS/LT engines can be very responsive to modifications, but often as the result of a thorough tune to take advantage of them. While more power can be realized through tuning for this intake, picking up 28rwhp is as simple as bolting the Carbon V3 to your car. During our extensive testing, we found no areas of the stock drivability are sacrificed or compromised by running this intake on the stock ECU calibration. Power was found everywhere in the powerband, as well as the added bonus of an enhanced supercharger whine and more engine noise to entertain yourself with via your right foot.
In closing, those wishing to modify their CTS-V V3 without worrying about voiding their warranty are going to be hard-pressed to find a more simple and effective modification than our WXM Carbon V3 Intake package. Gains for days, and an overall improvement in driving experience await you.
Compatible with 87mm or 103mm throttle bodies. Includes heat shield, dry large mouth filter, couplers, & intake.
Click here to order this intake: WXM V3 Carbon Intake
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WeaponX Motorsports has big plans for the 3rd generation of Cadillac's CTS-V, which is powered by the all-new LT4 supercharged engine shared with the Corvette Z06. We will be extensively testing modifications and our own in-house products for this platform. Be on the lookout for big power gains via WXM Intake, larger throttle body, a more efficient cooling system, exhaust, pullies, ported snout, and a healthy heads and cam combo! Pictures and video coverage will document this build along the way.
]]>We have two new parts to review after installation on our in-house 427ci C7 Corvette, more affectionately known as Weapon7. With the exhaust side of the engine being pretty well sorted, we will be investigating other avenues for improvement on this engine combination. In the never ending search for more horsepower, we looked a little closer at the induction side of the engine.
PARTS INSTALLED:
MSD Atomic Air Force LT1 Intake Manifold (IM)
Nick Williams 102mm Gen V Throttle Body (TB)
TESTING AND RESULTS:
(MSD Atomic Air Force IM)
Testing of the MSD Atomic Air Force revealed a few things: the stock IM design flows very well up to around 5k even on a 427ci, but the the MSD Atomic walks away from the stock manifold when more airflow is required in the higher rpm range.
After retuning for the intake manifold, the 427 LT1 made an additional 35rwhp and 25ftlb of torque over 5k rpm. Horsepower and torque were very similar in the mid to low rpm range, but the IM really woke the engine up in the upper rev range. At 6800 rpm, the LT1 made 584rwhp and 482ftlb.
(Nick Williams 102mm TB)
Next up was the Nick Williams 102mm TB, which took all of 15 minutes to install on the dyno. A few preliminary changes were made in the calibration to have a smooth start-up, and we were off to the races (err, dyno pulls). The larger TB did not have any drivability issues, as power delivery is still quite smooth.
Since the NW 102mm has a 40% larger maximum surface area, more tuning is required to really dial in the proper AFRs at WOT, but the changes were predictable and only took two pulls to hit our target. After all was said and done, the NW 102 netted us an additional 16rwhp and 12ftlb of torque. The increased TB area led to gains over the previous test (IM only) beginning at around 4600 rpm and climbed from there.
CONCLUSIONS:
Our final numbers were an even 600rwhp and 494ftlb. The combined gains of the IM/TB pair
were +51rwhp and +37ftlb with no decrease in torque down low. Power delivery is still silky smooth on the high revving 427 LT1, and we believe the ease of installation and tuning should make this combination an easy choice to make if searching for more streetable all-motor horsepower for your build. The next modification to be tested for this combo is to port-match the intake manifold runners to the heads. There could potentially be turbulence in the system at this point, and an increase in air velocity will probably lead to more power. We will keep you posted.
]]>We recently completed the install of a DSX Pump kit, Flex Fuel sensor, and ID 1000 injectors on Cam S's 2014 CTS-V and would like to share our results.
PREVIOUS MODS:
Cam brought us his car already equipped with an Airaid CAI, 87mm ported TB, Kooks LT's, HF catted mid-pipe, QTP cutouts, 160 thermostat, and a 10" LPE Lower pulley.
He was experiencing random stumbles and lack of performance under light throttle due to improper injector data. His goals were to reduce this annoying stumble, as well as step up to the performance capabilities offered by e85, which has been repeatedly shown to yield 50-70 rwhp on the CTS-V LSA platform.
PARTS INSTALLED:
Injector Dynamics 1000cc injectors
DSX Fuel Pump Kit
Flex Fuel Kit
Retuned on HP Tuners
RESULTS:
If possible, we always like to baseline the customer's car so we know exactly where we are starting. This enables us to accurately measure power increases from modifications being installed. Previous dyno numbers are helpful, but everyone knows readings can be different from dyno to dyno, so we need to be comparing apples to apples.
On 93 octane, Cam's CTS-V made an impressive 595 rwhp and 568 lb-ft on our Mustang AWD-1100 dyno. Retuning for the ID1000s eliminated the light throttle stumble that was present when Cam brought the car in for work.
The real magic happened when the CTS-V was fueled by the almighty corn-juice. With a small amount of 93 still in the tank, the flex fuel sensor showed a reading of 60% ethanol during our testing. In the presence of e85, the ECU is allowed to bring more timing to the party. After dialing in the added spark timing, and working with a safe AFR, the LSA proceeded to lay down 653 rwhp and 611 lb-ft. This is an increase of 58 rwhp and 43 lb-ft. For what it's worth, Cam's combination makes a healthy 15psi of boost from the second the throttle is matted to the floor and holds all the way to redline.
CONCLUSIONS:
We want to stress the importance of having a fuel system that can support the increased fueling requirements of e85. In our testing, we have found that just having larger injectors is not enough as power reaches the 630-650 rwhp range. Enter the DSX Fuel Pump kit: This affordable kit raises the ceiling on the maximum fuel flow of the system, which is a must-have on an e85 build (https://goo.gl/jACM3H).
We also hope to demonstrate the significant amount of power and torque that can safely realized by utilizing e85. The flex fuel kit sweetens the deal by being able to read the ethanol content of fuel on the fly, so Cam will be able to run on straight 93 or e85, or anything in between, and not have to worry about the safety of the engine. Owners typically run 93 for interest of fuel economy during regular day-to-day driving, but the extra 50-70rwhp is a simple gas-pump visit away before heading to the drag strip.
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