1 The engine cover and plastic...
1 The engine cover and plastic covers on each side of the engine are removed and the mass air flow/intake air temperature (MAF/IAT) sensor and fresh air inlet positive crankcase ventilation (PCV) connector are disconnected from the intake duct.
We feel your pain; the ZL1 that you have on order, or are lusting about, is almost at the dealer and you can't wait to get behind the wheel and mat the pedal to the floorboard. While you wait, let's take a look at the LSA used in the 2012 Cadillac CTS-V for insight into the power potential of the LSA in stock and modified forms. GM has been putting the 6.2 liter LSA engine into Cadillac CTS-V's since the 2009 model year and in that platform they are rated at 556 horsepower at 6100 rpm with 551 lb-ft of torque at 3800. When the ZL1 debuts it is rated at 580 horsepower at 6000 rpm and 556 lb-ft at 4200. Both engines use the sixth-generation Eaton supercharger that displaces 1.9 liters per revolution and generates a maximum boost of 9.0 psi. No other changes to the LSA's internal specs have been released leading us to surmise that the cylinder heads and camshaft are identical. The relatively low lift, low overlap of the camshaft (198/216 at .050 with .480/.480-inch lift) is designed to promote a smoother idle and excellent low-RPM driving characteristics while the LSA specific cylinder heads are modified versions of the L92 and LS3 heads, which are roto-cast with premium A356T6 alloy that significantly reduces porosity in the castings making them stronger. The difference in horsepower and torque ratings are said to be attributable to the ZL1's unique induction system, which features a lower-restriction air filter, dual inlet paths and improved supercharger housing airflow. On the exhaust side, while the CTS-V has "high-moly" cast iron exhaust manifolds, the Camaro uses stainless steel manifolds and has an active dual-mode exhaust muffler.
2 The band clamps on the...
2 The band clamps on the front of the intake duct (by the throttle body) and the rear, where the duct connects to the air filter housing, are loosened and removed with a 8mm hex bit socket. To make accessing the three T-20 Torx bolts that hold the top of the air cleaner assembly in place the hood gasket seal and front accessory cover are pulled off.
3 Once the top of the air...
3 Once the top of the air cleaner is removed the intake duct and stock drop-in style AC Delco air filter are lifted off and stored. A single bolt on the housing bracket (located on the driver side strut tower) is removed with a 10mm socket and the bottom portion of the air filter housing is pulled up and away from the fender so the air filter housing can be lifted out of the engine bay.
4 The Cadillac air-box is...
4 The Cadillac air-box is fully sealed except for a small opening that has a plastic front facing
According to Andy Mages, owner of ADM Performance, "When Cadillac released the LSA into the CTS-V in 2009 we found out that in stock form the engine would put down on average about 455-rwhp and 450 lb-ft of torque through the automatic (GM Hydra-Matic 6L90E) and an additional 20 horsepower and pound-feet of torque if equipped with the Tremec 6060 manual transmission. As soon as the CTS-V was released we saw the potential of the platform and started developing packages to take the LSA from 650 through over 900 crankshaft horsepower utilizing the stock supercharger. The Stage I package is rated at 650 crankshaft horsepower and features an overdrive supercharger pulley (either a Lingenfelter upper pulley with a 2.55-inch diameter and ADM ported snout or a Lingenfelter lower harmonic balancer with a 9.17-inch diameter pulley), air intake and tune." There are also Stage II and Stage III packages, which are rated up to 750 crankshaft horsepower, and still utilize the stock bottom-end. However, after that ADM begins custom tailoring the build to the owner's needs. "With a ZL1 on order and packages already designed for the Camaro we are prepared to offer the CTS-V and ZL1 customer a full range of options to meet their budget and horsepower goals."
5 Additional air flow gains...
5 Additional air flow gains to the air box can be achieved if the
6 Once complete the air filter...
6 Once complete the air filter housing is reinstalled and the K&N air filter (PN 33-2411), which is included in the Halltech CTS-V Stinger Carbon Fiber Cold Air Intake System, is dropped in and the top of the air cleaner assembly is installed.
7 The Halltech CTS-V Stinger...
7 The Halltech CTS-V Stinger Carbon Fiber Cold Air Intake System (PN CTSV-STR, $399.99) replaces the factory intake duct and comes with everything needed for installation.
To demonstrate the Stage I package we used a 2012 CTS-V wagon with a 6-speed manual, which the owner requested that we keep as close to stock appearing (and idling) as possible yet still generate at least 675-700 horsepower. This made the Lingenfelter upper pulley and ADM ported snout the best option, since the lower harmonic balancer would be easier to detect. Since the CTS-V intake comes with a restrictive stock filter and the intake tube has the tendency to at least "partially" collapse at elevated boost levels we teamed up with Halltech to test their CTS-V Stinger Carbon Fiber Cold Air Intake System. The system contains an attractive carbon fiber intake tube and K&N air filter. Halltech recommends modifying the stock air-box for additional air flow and advertises that the intake system makes 20 rear wheel horsepower on a stock CTS-V without tuning.
8 After removing the rubber...
8 After removing the rubber elbows from the intake tube, the front elbow was slipped over the throttle body and then the intake tube was pre-fitted for alignment to the air box. After several fitment permutations it was determined that by trimming the rubber elbow by 3/8 of an inch, the alignment would be perfect. Andy trimmed the elbow, tightened the hose clamps, hooked up the connectors, and readied the wagon to be pulled again to see the results.
9 The Halltech delivered...
9 The Halltech delivered as promised and the rwhp increased by 23 to 548 while torque registering a gain of 6 to 527 lb-ft. Just as important as the peak gains were the averages over the RPM range (2100-6150) that yielded 10-rwhp and 12 lb-ft of torque.
10 With a rather high bar...
10 With a rather high bar set and closing in on the customer goals, Andy dove into the mechanical work to replace the stock upper supercharger pulley and port the snout. Since the engine covers were already removed, the first item was to unbolt the factory strut tower brace. The brace has four bolts which were removed with an 18mm socket.