2010 Camaro Upgrade - 2010 Camaro: The First Push

We Baseline A New F-Body, Then Break Out The Tools-Both Metallic And Electronic-In The Pursuit Of The 11s.

Mike Ficacci Oct 1, 2009 0 Comment(s)
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Check out SLP Performances new 13/4-inch headers and 3-inch exhaust system for the 10 Camaro. Made out of stainless steel, its system is mandrel bent and coated to prevent heat loss into the engine bay.

First, the headers were installed. They went in easily and leave plenty of room from the firewall, side panels, and wiring systems to ensure we have no problems in the future.

Then, we got to work on the crossover pipe and mufflers to finish out the system. SLP made this unit in many pieces so it does have not have to be installed all at once. Take your time and make sure that your pipes are lined up and your exhaust tips are centered in the rear fascia. Our baseline testing produced 328 horsepower at 5,600 rpm and 335 lb-ft at 4,300. With the SLP headers, this climbed to 350 hp at 5,600 and 358 lb-ft of torque at 4,600.

On to the cam swap: We ripped off the factory air induction system and pulled out the radiator. There is no way to get the camshaft lined up with the radiator in place so it too has to go. Before doing so, make sure the water is drained from the radiator, the air conditioning system is relieved of pressure, and you disconnect the power steering cooling lines. With the removal of a few bolts, the radiator pulls right out and leaves a large enough hole for us to remove the old camshaft and install the new.

Next, we unbolted the water pump assembly and crank pulley so we had a clear shot at the camshaft cover plate. This took some time as the 10 Camaro engine assembly is different from many LS applications. We had to unbolt the alternator bracket and remove the air conditioner belt by turning over the engine and working the belt off the back of the crankshaft pulley. At this point, we had a clear shot at the camshaft cover and started working the bolts off.

While removing the cam cover, be sure not to forget the two bolts located under the front cover that connect it to the oil pan. This is where things get interesting if youre unfamiliar with the variable valve timing system. What you are looking at is the camshaft phaser, which actually performs the action of changing camshaft timing while in motion. The system is powered by pressurized oil forced through the center of the phaser to the holes located on the outside rim.

We removed the phaser, which is torqued to approximately 140 lb-ft. The phaser bolt is unique in that is has holes and galleys to allow the flow of oil between the phaser and camshaft. Being a torque-to-yield bolt, it is always a good idea swap this bolt for a new one whenever you take it out.




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