14. Livernois Motorsports installs the new heads over ARP head studs instead of the stock-type head bolts. They also use new, hardened pushrods. The springs are Livernois’ double-coil types, but the stock, stamped-steel, non-roller rocker arms (1.7-ratio) are retained.
15. At this stage, the new, larger heat exchanger is added and tucked away behind the reinstalled fascia. It delivers an approximately 25-percent increase in capacity to help keep the boosted air charge cooler, particularly after a few full-throttle passes that can heat-soak the blower. Those Eaton blowers aren’t nicknamed “Heatin’” for no reason.
16. The supercharger assembly is reinstalled with a number of upgrades, including a set of 63 lb/hr fuel injectors, an LS7 90mm throttle body (vs. the stock 87mm unit) and a smaller supercharger pulley. The 2.7-inch-diameter pulley is 15 percent smaller than the stock 3.1-inch pulley and works with the larger crank pulley to produce an extra 4 pounds of boost.
17. Along with the smaller blower pulley, Livernois Motorsports swaps out the stock, spring-loaded supercharger coupler for a wear-resistant solid unit and replaces the stock idler pulley with a heavy-duty, double-bearing pulley (shown here). These parts will help preserve the longevity of the faster-spinning supercharger.
18. Stainless Works supplies the full-length, two-inch headers. Livernois uses them with aftermarket, high-flow catalytic converters to keep the engine package emissions compliant – at least outside of California. The two-inch primary tubes merge at the collector, which has a three-inch outlet.
19. Installing headers on a Gen-5 Camaro is pretty easy. They go up from the bottom of the car and there is plenty of access for the fasteners. The long-tube headers, however, interfere with the stock belly pan. The two options are trimming the plastic pan or leaving it off altogether. Livernois opted for the latter, because it would be a street/strip car, so the advantage those aero panels provide wouldn’t be missed too much. Sometimes, you just have to compromise.
20. The stock converter was removed and replaced with a higher-stall unit from Precision Industries. It was ordered with a 2,600 stall speed, but Livernois’ driver Rick LeBlanc says it stalls more around 3,500 rpm at the track.
21. Apart from the common cold-air intake, it’s basically impossible to tell his LSA’s output has jumped from 580 to nearly 850 horsepower. On Livernois’ DynoJet chassis dyno, it put down 707 horsepower to the tires.
22. Of course, non of the mods would be possible without proper tuning and, here, Livernois Motorsports’ head honcho Dan Millen adjusts the controller’s parameters before uploading the tune to the car. The tuning and dyno testing are part of the $14,500 engine package – which includes the complete tear-down of the stock engine and installation of the new parts. It’s not exactly chump change, but considering it’s a turn-key package with 9-second capability, it ain’t bad.
23. With the engine package installed and tuned, Livernois took the car to Milan dragway for its formal shakedown. It ran 9.87/142 mph on its first outing – and with the stock suspension – before the track officials kindly showed them the exit gate, requesting they not return with the car until a roll cage was installed.
24. Here’s the official time slip, showing the 9.87 e.t. and 142-mph trap speed, along with a respectable 1.54-second short time. Hoosier slicks and Bogart wheels helped in the traction compartment, but the run was made with a heavy race weight of 4,295 pounds.