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Turbo Kit - Powered By PSIHunter's Performance Solutions Fifth Generation Turbo Kit From the September, 2012 issue of GM High-Tech Performance By Scott Parker Photography by The Author
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Despite there being so many different ways to upgrade the fifth-generation Camaro these days, especially when it comes to boost, it is easy to get lumped into the homogenous clump of 2010-2012 Camaro SSs lurking the streets. However, there is one sound, one look that many aspire and few achieve that will easily set you apart from the rest. And that is provided by a front-mounted, whistling and whooshing turbo kit. A relatively new player in the late model Camaro game, Hunter’s Performance Solutions offers up single and twin-turbo kits based off the Stainless Works turbo manifolds, Comp Turbo 67mm hairdryers, a sizeable air-to-air intercooler, and goodies from Turbosmart to control boost. The kit promised to make over 550-rear wheel horsepower, so we visited HPS in Dallas, Georgia, to get a closer look at the single turbo kit, its installation, and potential for power. It’s amazing what these guys can do for your fifth-gen in just a few days.  1 The heart of Hunter’s Performance...  1 The heart of Hunter’s Performance Solutions’ base single turbo system for the 2010 Camaro SS is a Comp Turbo 67/67 with a billet impeller, .96 A/R, and T4 flange rated to 950 horsepower. Ceramic triple ball bearing turbos and larger sizes are available. Also in the kit is a front-mounted air-to-air intercooler rated to 1,000hp, which measures 31x12x3.5-inches.  2 HPS starts with the Stainless...  2 HPS starts with the Stainless Works 304 SS up and forward turbo headers, with 1 7/8-inch primaries and 3-inch slip-fit collectors. To fit the fifth-gen one of the primary tubes is reworked, and the collectors are chopped off for V-band clamps to allow some adjustability. A 3-inch downpipe and 2.5-inch merge pipe is fabricated from stainless steel to connect them, to which the turbo and wastegate are mounted via more V-band clamps. All of the hot parts are wrapped for better thermal management and durability, though ceramic coating is also optional.  3a Our test car came to...  3a Our test car came to HPS with an AEM cold air intake and an SLP axle-back exhaust, but was otherwise stock...  3b The manual trans-equipped...  3b The manual trans-equipped SS made 388-rwhp and 389 lb-ft of torque on HPS’s Dynojet. The crew then began the tear-down with the intake and exhaust before removing the front bumper, and intake manifold.  4 Given the power potential,...  4 Given the power potential, fuel system upgrades are a must. Included in the complete kit for $7,845 is a GM ZL1 fuel pump and FIC 80 lb/hr “re-flowed factory” injectors.  5 The valley cover was removed...  5 The valley cover was removed and then drilled and tapped at the boss for the oil pressure sensor. The fitting and line shown here will act as the oil feed for the turbo.  6 The radiator was removed...  6 The radiator was removed and fitted with a Flex-a-lite slim fan to gain 2-inches of clearance without reducing the cooling efficiency. The pigtails need to be clipped off the stock fan and wired to the aftermarket unit. [Ed note: I later drove this car, and had no issues with overheating in a 30-minute drive through traffic.]  7 The ECM was relocated...  7 The ECM was relocated from the inside of the framerail to the outside of the fuse box for better clearance of the hot parts. Since there is enough play in the wiring, this was not a major ordeal. Some spacing and rerouting is required on the opposite side with the A/C lines.  8 The finishing touches...  8 The finishing touches are put on the hot parts with exhaust wrap and a high temperature adhesive paint. This is the dump tube that will vent exhaust from the wastegate to the atmosphere, enhancing those lovely turbo sounds.  9 Installing the turbo headers...  9 Installing the turbo headers can be a bit tricky. It is important to change the plugs first, HPS swapped in NGK TR6s gapped to .26, and use a little metal adhesive to hold the gaskets in place. The inner bolts can be hard to reach, but using a magnet to hold the bolt in place while slipping a closed end wrench in between the primaries will get it done. Custom length MSD plug wires were made to go around the headers (at the firewall).  10a A V-band actually connects...  10a A V-band actually connects to the turbo flange, which will affix the turbo to the crossover pipe.  10b The turbo and Turbosmart...  10b The turbo and Turbosmart Hypergate 45mm wastegate are attached prior to dropping in the crossover. The hot side installation order goes as follows: downpipe, driver side header, passenger header, and then crossover with turbo and wastegate. Though there is some adjustability with the V-bands, it is important to keep everything loose prior to install.  11 A small bracket moves...  11 A small bracket moves the tensioner over closer to the throttle body, which is essential to clearing the hot parts on the passenger side.  12 Moving bottom-side, a...  12 Moving bottom-side, a hole is drilled in the oil pan to provide the oil return from the turbo. The HPS system is a gravity feed, so no scavenge pump is required.  13 The pan is tapped and...  13 The pan is tapped and a -10AN fitting is screwed in then connected to braided stainless line.  14 To finish off the hot...  14 To finish off the hot side, a Y-pipe connects the downpipe to the factory exhaust. The lack of cats makes this an “off-road” system, though, it should be pretty easy to weld or slip on an aftermarket set of cats with some cutting.  15a Bosses are TIG welded...  15a Bosses are TIG welded to the bottom side of the intercooler...  15b ...which allow it to...  15b ...which allow it to bolt to the lower radiator support using existing holes.  16 The charge piping, or...  16 The charge piping, or cold side, is a mix of rubber couplers and aluminum tubing. HPS usually paints these black, aside from the pipe that goes topside to the throttle body, which was painted silver to match the car.  17 A Turbosmart 60mm blow-off...  17 A Turbosmart 60mm blow-off valve is clamped to the intake pipe prior to installation to prevent surging. The factory MAF is screwed in at the other end just before the bend into the throttle body, and then the pipe is slipped in using couplers at both ends.  17 A Turbosmart 60mm blow-off...  17 A Turbosmart 60mm blow-off valve is clamped to the intake pipe prior to installation to prevent surging. The factory MAF is screwed in at the other end just before the bend into the throttle body, and then the pipe is slipped in using couplers at both ends.  18 To squeeze around the...  18 To squeeze around the intake tube and crossover pipe, the factory radiator hose is ditched in favor of this custom steel pipe with couplers and hose clamps, and a new rubber hose for the overflow. The factory oil cooler is connected via a “T.”  19 Alas the finished product,...  19 Alas the finished product, which neatly fits under the factory engine cover (not shown). Note the K&N filter affixed directly to the turbo, the custom MSD plug wires routed around (not through like stock) the headers, and the O2 sensors mounted in the collectors prior to the turbo. Pressure is tapped just behind the throttle body, via a nipple on the intake manifold, and routed to the wastegate and BOV. The radiator is refilled with fresh coolant and the engine is treated to Valvoline VR1 20W50 oil for extra protection now that the turbo will also be using the oil supply. 20 Without touching the Turbosmart wastegate (with 7-pound springs), the stock LS3 churned out 595-rwhp and 618 lb-ft of torque with conservative ignition timing. Tuner and HPS owner Chris Hunter said this is about the limit with this setup on 93-octane pump gas, but could easily make over 600-rwhp with methanol injection or race gas.
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