Regular GMHTP readers have...
Regular GMHTP readers have already been introduced to our latest project car, a 1999 Camaro SS nicknamed "CT." As explained last issue, the goal of this project is to put together a fully emissions-legal build in accordance with the most strict regulatory scheme currently in existence in the U.S.: that of California and its Air Resources Board.
Our intent is to show that the increased performance we enjoy tweaking out of our beloved GMs can be legally had no matter the state of current emissions laws-or more significantly, what the future will certainly bring.
Our first installment showcased us remedying the car's malfunctioning clutch system via new GM hydraulics and an LS7 clutch, and while we were at it, a B&M shifter was installed. These items have delivered flawless performance and smile-inducing driveability ever since, so it's high time we embark on our quest for additional, 50-state-legal horsepower. The first set of tricks up our sleeve are K&N intake and Edelbrock exhaust upgrades, so check out the photo captions for installation details and dyno results for these CARB-certified bolt-ons.
Speaking of such, CARB-legal intake systems don't require many design changes from those that we're used to installing in GMHTP, but the situation is a bit different for headers. We're constantly touting the benefits of a good set of long-tubes for a big jump in LS power, but unfortunately, there's a problem when it comes to their emissions legality under the California regulatory regime. Theoretically, a properly designed system with a good set of catalytic converters wouldn't emit significantly more emissions than a factory setup under normal driving; but the major issue arises during so-called cold-start scenarios. Simply put, the cats are located too far downstream from the exhaust ports to get up to operating temperature quickly enough to satisfy the state's stringent testing methods (and be awarded an E.O.). That being said, no reasonable person would expect nearly as large an increase for the CARB-legal "short-tube" Edelbrock TES system we're installing this issue (gains ranging from 8 to 28 rwhp are advertised on the company website, depending on application), but any increase that can be had from such a system--especially while running through the stock catalytic converters--should be considered a success. And, these style headers will actually prove to have an advantage over long-tubes when another emissions-legal mod is performed down the line (stay tuned).
For now, the product of our efforts is an F-bod that, aside from carrying some added ponies (and in all likelihood, additional fuel efficiency), sounds like the Camaro gods surely intended. The nonexistent factory exhaust note has been replaced by a baritone rumble strikingly similar to one of this author's favorites: that of my father's bygone 1996 Camaro SS LT1. As fate would have it, that mint-condition machine was instantaneously transformed into a total insurance write-off when he valiantly sampled the combination of 26 psi of boost, slick highway pavement, and a Lexus dealership holding lot located just beyond the shoulder. (Such a feat is made all the more impressive when you realize few police reports have a double-digit number written in the "vehicles damaged" box--especially when only one of them was actually being driven.) Ah, the memories.
Next issue, we'll take a breather from power-related mods and instead grab some suspension pieces to improve CT's handling--and possibly even prevent a similar future disaster in the process!
 What you see here is CT's...  What you see here is CT's completely factory-stock engine compartment. This 61,000-mile LS1 delivered 305 horsepower and 324 lb-ft to the rollers of TTP's DynoJet. Take one last look, as stock it shall not remain! |  Edelbrock's Tubular Exhaust...  Edelbrock's Tubular Exhaust System (so named because it includes more than just headers) for 1998-1999 LS1 F-cars can be had in both ceramic-coated and more affordable Ti-Tech finishes. We chose the PN 66722 ceramic-coated, 409 stainless steel system, which goes for around $569 at major retailers. Thanks to the exhaust configuration of pre-2000 V-8 F-bodies, a small amount of welding is required to install the system. (Edelbrock sells a similar "shorty header" system for later cars that is a complete bolt-on affair, thanks to those vehicles' different catalytic converter locations.) |  Cat-backs are by nature 50-state...  Cat-backs are by nature 50-state emissions legal, and Edelbrock's PN 5772 Cat-Back Exhaust System for LS1 Camaros and Firebirds is no exception. It's an affordable one, too, at around $369. The majority of the system is constructed from 3-inch, 16-gauge aluminized tubing, but the dual 3-inch tailpipes are polished stainless steel. Like the TES, it's made in the U.S.A., not by our neo-capitalist buddies across the Pacific. |
 K&N's Generation II FIPK (Fuel...  K&N's Generation II FIPK (Fuel Injection Performance Kit) for LS1 F-bodies sells for around $397 at major retailers under PN 57-3022-2. Fully CARB legal under E.O. #D-269-20, this alternative to your typical aftermarket airlid is advertised as adding over 14 hp at the wheels along with "more usable power and acceleration throughout the engine's rpm range." The company even includes a dyno sheet to prove it--let's see if we can back it up! |  First, let's tackle the exhaust....  First, let's tackle the exhaust. It's stock as a rock under here, and that doesn't go over well 'round these parts. The cat-back on this SS is a one-piece welded affair, so it comes off by cutting just fore of muffler (have someone ready to catch it--not shown). Then, with muffler and tailpipe assembly swung down, slide the bracket out of the stock rubber hanger on the driver side. Some white lithium grease helps. |  Disconnecting the over-axle...  Disconnecting the over-axle pipe from the Y-pipe is up next. Liquid penetrant pays dividends here, as does an air hammer. To get the over-axle pipe out from over the axle (do you follow?), one must either (1) take a Sawzall to it, or (2) drop the cross-car brace above the Panhard rod to get it to snake out. We chose option #2, and it comes out quite nicely, thanks for asking. |