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Hi guys, I am new to the site although have been lurking around since october when i bought my camaro.
I am wondering why the v6 turbo threads seem to have died. I want to purchase a twin turbo kit but cannot figure out why finding information from people who have ran them for a while is so hard to find. Any clues as to what happened to the few builds that are here. I really want twin turbos but I am also open to people who have experience with the zex nitrous kits as well. I am no stranger to turbo cars as a few buddies have totally crazy subarus and even a nissan gt-r that has upgraded twin turbos. Thanks for any info.
 

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The only active TT build on a V6 that I'm aware of is GretchenGotGrowl up in Arkansas. He started a build on his 2010 V6 but was never able to get it successfully tuned...so he scrapped that project and bought a newer V6 with the LFX motor and is doing a TT build on it. He has a thread on here with some details. And the reason you can't find any info on the other TT builds is they were less than successful. In fact...the only supposedly running TT build on the LLT motor was Jay Leno's V6...and rumor has it that it less than successful too.
 

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Wait for the car payments and warranties to slowly end. Then a lot of the modifications come out and play.

I'm probably 3 years out from doing anything crazy with my car. I'm working on boosting my Monte Carlo first now that I have this 2013.
 

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The only active TT build on a V6 that I'm aware of is GretchenGotGrowl up in Arkansas. He started a build on his 2010 V6 but was never able to get it successfully tuned...so he scrapped that project and bought a newer V6 with the LFX motor and is doing a TT build on it. He has a thread on here with some details. And the reason you can't find any info on the other TT builds is they were less than successful. In fact...the only supposedly running TT build on the LLT motor was Jay Leno's V6...and rumor has it that it less than successful too.
There's definitely more than just the Jay Leno TT out there. Just don't think they are active on this site. But yes, tuning was a downfall of all the kits. The other being fuel availability
 

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There's definitely more than just the Jay Leno TT out there. Just don't think they are active on this site. But yes, tuning was a downfall of all the kits. The other being fuel availability
No turboed V6s have ever been active on this site...but I do get out occasionally...lol
I was aware of some turboed 6s but not any TT 6s...where might I find some information on those cars?
 

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Sorry that I haven't been here for a while. I'll update my thread soon. Right now I'm rebuilding the motor...long story but should have done the rods when I did the pistons.:screwy:
 

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Jay Leno's V6 TT car never ran worth a flip. I talked to the engineers at GM at length about it. They were a little sore on the subject too. I'd like to go into a lot of detail but I don't think my friends at GM would like that too much. What I can say and what everyone kind of already knows is the biggest problem is fueling. The LLT was a test bed for the GM engineers in a lot of ways. What they learned there translated directly into the next generation C7 corvette. The LFX addressed SOME of the issues of the LLT but cost was a huge factor as well.

Here's some reading for you.

In Depth: Cadillac's New Twin-Turbo V-6 - MotorTrend WOT
 

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Jay Leno's V6 TT car never ran worth a flip. I talked to the engineers at GM at length about it. They were a little sore on the subject too. I'd like to go into a lot of detail but I don't think my friends at GM would like that too much. What I can say and what everyone kind of already knows is the biggest problem is fueling. The LLT was a test bed for the GM engineers in a lot of ways. What they learned there translated directly into the next generation C7 corvette. The LFX addressed SOME of the issues of the LLT but cost was a huge factor as well.

Here's some reading for you.

In Depth: Cadillac's New Twin-Turbo V-6 - MotorTrend WOT
That's a nice read. I'd love for this motor to be made available in the Camaro. I'm sure it could be tuned to produce more HP. It's generally a lot easier to mod a factory turbo than a NA motor. Especially this persnikity LLT.
 

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TWIN TURBO LLT BUILD

I also, have a TT LLT Camaro with Automatic transmission. I did my build 3 years ago and now have 33,000 miles on the vehicle with absolutely no problems to date. I run 10 PSI boost with a 4" diameter MAF charge tube. My turbos are the Borg Warner EFR's and my shop did the entire install. I decided to rear mount them, much like STS, using premium parts and materials. We designed the system with a sequential operated control logic so you can run on (1) turbo for normal driving and great throttle response, NO TURBO LAG and then the second turbo comes on depending on RPM, TPS position and Boost.

The system is awesome and power is great. Easily outruns SS's and Stangs. Car will launch at .75 G's! High 11's in 1/4 mile. A fun car to drive, daily driven.
 

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One of the nicest EVER built out there today, and I am willing to bet would spank every other FI camaro as well. Love this car Monty!!!
 

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I also, have a TT LLT Camaro with Automatic transmission. I did my build 3 years ago and now have 33,000 miles on the vehicle with absolutely no problems to date. I run 10 PSI boost with a 4" diameter MAF charge tube. My turbos are the Borg Warner EFR's and my shop did the entire install. I choose to rear mount them, much like STS, using premium parts and materials. We designed the system with a sequential operated control logic so you can run on (1) turbo for normal driving and great throttle response, NO TURBO LAG and then the second turbo comes on depending on RPM, TPS position and Boost.

The system is awesome and power is great. Easily outruns SS's and Stangs. Car will launch at .75 G's! High 11's in 1/4 mile. A fun car to drive, daily driven.
High 11s! NIIIICE!
 

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High 11s! NIIIICE!
You should see this car in person. We have had it on display at shows, and it is amazing. Never in all my years have I been part of a street build this intensive. Monty does his own machining and fabrication at his facility and is a genius. Monty, describe the sequential boost system for all here.:thumbsup:
 

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Thanks for the compliments! Unlike past sequential turbo systems, as used on a limited few foreign car designs, which used (1) small turbo feeding (1) large turbo with way too many inefficient controls and really didn't work too well and the design was abandoned. My system uses a radically different approach. The prerequisite being that the turbochargers cannot be mounted directly on the exhaust manifolds, they must be mounted downstream of the exhaust, either mid location or rear mounted.

Though mid mounted turbos would have met the criteria for my design, I decided to rear mount them using modified muffler hangers where the factory mufflers were located. On the 5th gen Camaro, when you remove the mufflers, there are huge voids which is a perfect location for turbochargers, with room to spare and they can be tucked up far enough so you can't even see them and there is no possibility of ground clearance issues.

Now, before we proceed in the discussion, we need to explain the theory of operation of a turbocharger. We all know that turbochargers operate off pressure of exhaust and mostly, the wasted heat energy generated by the combustion process in the engine. As we move turbocharger further away from the heat energy source, we will begin losing some turbocharger efficiency due to temperature drop from the exhaust manifold thus, exhaust pipe insulation is indicated to reduce that loss. Insulation is not absolutely necessary but gives that extra bit for spool up.

My sequential design begins by mounting the turbos in place of the mufflers, as STS does. Instead of running (2) charge pipes from the turbos to the front mounted intercooler, I only use (1) charge pipe, saving a whole lot of $, fabrication and logistics. Each exhaust bank feeds (1) of the turbos. Left bank, left turbo, right bank, right turbo. Note: YOU MUST USE AN EXHAUST H-PIPE UPSTREAM OF THE TURBOS. The exhaust feed on the drivers side turbo is cut and a special fabricated valve is inserted just before the turbine inlet. This sequential valve allows the exhaust to be turned on or off, much like a cutout. The exhaust to the passenger turbo is unobstructed and conventionally plumbed.

On the turbo compressor discharge sides, the drivers turbo compressor discharge is then connected to a Y-pipe at the passenger side turbo and then connected to the single charge pipe that runs forward to the front intercooler. The secret here, is that in the charge pipe that runs between the (2) turbos, a one-way valve (check valve) MUST be installed so that as the passenger turbo spools, the pressure doesn't blow out the compressor of the drivers turbo. That takes care of plumbing theory.

Operation is as follows: Let's first define the passenger turbo as #1 and drivers, #2. On acceleration, the sequential exhaust valve on turbo #2 is closed, diverting all exhaust gases into turbo #1, it spools twice as fast as normal due to excessive gases, when specially designed control systems sense preset conditions, the sequential exhaust valve on turbo #2 opens and that turbo spools, thus allowing maximum HP. As conditions change, (TPS position, Boost, exhaust back pressure and RPM) my custom designed controller interprets these inputs of data and chooses the most efficient way to control the valve opening or closing, thus making the competed system operate at maximum efficiency in all conditions of HP demand. And it is all done automatically. It is a flawless design resulting in Roots Blower acceleration, no turbo lag and throttle response that is unbelievable in normal driving. Mileage is hardly effected and the turbos act as mufflers resulting in very low noise levels except for "jet" whine in the outlets of the turbines, which is so cool!

Hope this explains how this system functions. It may sound complicated but in theory, it is really quite simple. Everything is out of sight and with no ground clearance issues. 30,000 + miles of trouble free driving!
A very powerful machine.
 

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The next part of this project is to figure out how to install the LFX engine in place of the LLT. This will allow me to further increase HP output due to the improvements in airflow in the LFX heads. Of course, converting to the Delphi computer system will further improve refinements and capabilities in the tuning of the engine.

Vince, of Trifecta did the original tune on the twin turbo setup and I am still using it to date. He did an excellent job on the LLT tune! And all of it done over the internet. Data logging provided him with feedback in order to finalize any tweaks in the computer programming. TCM program modifications were also made to increase pump pressures and shift firmness through reduction in Torque Management. Vince did an outstanding job which made this project a real winner. To overcome fuel delivery issues of the LLT, we increased the MAF charge tube size from stock to 4" diameter, which results in the MAF never maxing out and thus no fuel issues. Note: I do use 50/50 water/meth injection to create a safe zone for 10 PSI boost levels. Coupled with the RX catch can and PCV modifications, no deposit build-up on valves experienced so far.

Vince told me the Delphi computer with the LFX engine would allow me a significant HP increase, so that is my goal. Still trying to figure everything out but I am getting close.
 

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Great explanation! It's a good sleeper Camaro, too. No turbos to see under the hood. You could make a little spare change at the track.

.....well....at least until you made your first couple of passes.
 
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