Warlock Camaro
 

Thought I would introduce my 71 Camaro.

Not your ordinary 2gen Camaro this one will be powered by a 2.0L 4G63 four cylinder. It will be running one of my stratified lean-burn prechambers. The transmission will be a 4L80E with a lock up converter.

This setup will also be a dual-purpose FE/HP car. Goals are for it to run low 8's @ 170+mph, and to be able to get 45+mpg Freeway.

Mods:
Weight reduction down to 2800lbs with driver.
Improve Cd to .27 or better.
Lean burn with A/F at 30:1 freeway and I don't have to have any emissions other than a PCV valve :)

Fuel: pump92 for the street, GEM 47 for the track and waste solvent when I'm broke. ;)

My wife and I will be doing a YouTube on the build starting next month.

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Subscribed...!!!

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Interesting read on Motor Trend back in 2007.

Car Aerodynamics - A2 Wind Tunnel - Wind Camp Tech Theory
https://www.motortrend.com/how-to/car-aerodynamics/

In the picture part of the write up.
https://www.motortrend.com/how-to/ca...f-f637f485b165
Just adding the grill block and front air dam the Cd went from 0.497 to 0.337.
Amazing!!! Then adding the rear spoiler that mimics the HRM SPL Camaro dropped it to 0.292.

https://www.motortrend.com/how-to/ca...f-32e73ab5a2b2
The HRM SPL Camaro tested at 0.201 Cd.
There is hope for my Camaro after all.

Are you going to scrap the Eagle Talon???

Nope, I'm going to keep her. She's been way too good to me lol

This is a pic of my front mount air to air inter-cooler. This is the last cooler before the intake there is also an air to water cooler that cools the first stage.

I am working on building the hot air system today that will be used for FE. Going to use the by-pass valve to by-pass both intercooler's that will be able to have air temps around 250*F.

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Excellent...

Love the dual use aspect.

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So, did you have a spare engine and just wanted to try it on something else? How do you expect it to fare on something with a noticeably different drivetrain layout?

Thank you for the interest. :)

Yes, this is a different engine (one of three) with higher compression. I wanted to try a higher compression engine 10:1 compared to the Talon's 8:1. The head is different also, made some changes to the fuel delivery in the intake port runners. The Camaro will have a removable front end that my wife and I can easily remove by ourselves. This will make it easy to test cams single valve swirl low lift lifters etc.

I think the FE will be way better than the Talon just based on it having a
RWD vs AWD. The aero should also be a lot better. The gearing will be better for FE too. After going through my data logs I think the Camaro should be able to get around 70MPG Freeway with the FE Cams?

Here is a pic of the Intake and a few different HP turbo's. This intake has a dual rail so I can run two different sets of injectors. I want to run a small set 390cc/min on the primary's so I can run higher rail pressure for better atomization to improve FE.

Seems quite promising to say the least. And it does seem to be an easier testbed to keep looking for improvements on the long run, as it seems like there are much more aftermarket rear-end ratio options than what could be expected regarding the Mitsubishi transaxle and rear differential.

On a sidenote, what has led you to fit a Mitsubishi engine to a Camaro? Was it just based on your previous experience with that engine and willing to try it on another testbed or any other motivation? Well, maybe some info about the bolting pattern would be of interest to the off-road folks who often adapt some "unexpected" engine and transmission setups (which seems to be the case of a Mitsubishi engine backed by a GM transmission) to their rigs.

The main reason for the Mitsubishi engine in the Camaro is for traction when I street race and no prep race the car. The lightweight engine that will make around 1400 HP and help get the weight bias around 60% on the rear of the car will help it to get traction.

The other major reason is all my research has gone into this engine. My stratified charge pre-chamber has been designed around this engine.

The 71 Camaro also has pretty much one emission device and that is a PCV valve. So I can run it as lean as I want.

My goal is to put it in SEMA next year and remake a factory decal that was put on the 1991 Talon/Eclipse 7/70 warranty for a play on words. In mycase it will stand for 7 second 1/4 mile ET and 70mpg. ;)

Hi pgfpro
Can you share more info on this?
Is it something similar to Honda’s cvcc?
Thanks

Mine is more like the "Passive MAHLE pre-chamber"
https://www.mahle-powertrain.com/med...assive-mji.pdf

I still use my PFI for fuel delivery. My pre-chamber is designed to collect fuel on the intake and compression stroke and uses my own designed spray guided piston to assist with this collection. The pre-chamber has a rich A/F ratio to promote flame speed by a torch flame kernel and reduce misfire. This allows for the main chamber to run at extreme lean conditions 30:0 plus while still having a low numeric BSFC number. My turbo plays a major part in the design by having high airflow numbers at light load to promote air/fuel to the pre-chamber and increase flame speed.

Thanks

Are you willing to reach this weight bias while parked or accelerating? IIRC the Nissan 370Z has a 53-47 weight bias while parked, in order to get closer to a 50-50 bias on motion due to weight transfer while accelerating. Well, a 60% rear weight bias on a Camaro would be quite impressive. Are there other mods meant specifically to reach this goal?

This would be parked with me and everything in it.

The Camaro has aftermarket light weight control arms, brakes, spindles and axles. I also removed the front core support and inner fenders etc. and replaced them with a chromoly tube light weight front end. It still has steel fenders but does have a fiberglass hood. The engine transmission is 5" higher and 6" back from the stock location, The front seats also sit back 6"

The rear end is also modified with a light weight 4-link chassis that sits 2" higher than the normal install height. It also has a 9" Ford rear end with a lightweight 3rd member. Total ride height is dropped 6" from stock for better aero.

Forgot the frontend pic.

Lead-acid battery? Where is it located?

It will be a new light weight dry cell battery.

It will go in the back on the passenger side below the tail light.

Sounds like the pre-runner S10 Blazer I often daydream about... :D

Got some much-needed time this weekend on the Camaro. 1st pic is race ride height. 2nd pic is for FE and daily driving. Trying to get the Cd around 0.210 Going add some of the "HRM SPL Camaro" ideas to this project.

https://youtu.be/-2M1fkSksbQ

Did a new YouTube video intro on my 71Camaro with my Pre-Chamber and lean burn. On the next video I'll talk about ecomodder and drop a link here. I also did some new testing where my V3 version doesn't use the spark from the plug at high boost to start combustion.

The self-contained turbo oil system might be quite interesting for long-term reliability.

I agree 100% :)

My thoughts are because the engine will be at 70psi and the first stage turbo will be seeing this extreme high pressure and the way all turbos are designed is to bleed of a small amount of pressure to the center cartridge between the two bearings. This in turn does add pressure to the crankcase pressure and with the high amount of boost I will be adding will even make it worse. High crankcase pressure can unseat the piston rings, kill engine efficiency and blow gaskets out.

The other part is turbos add heat to the oil in the engine due to the heat they create. Since I have two it will make this even more of a problem.

My design has a pump, oil tank and a cooler. It will also be vented.

The air provided for cooler for the turbo self-contain oil system will come from passenger side turn indicator that will no longer be used. My head lights will be upgraded to a halogen type that has the turn indicator inside of the headlights. I will need some advice from the aero folks here where to exhaust the warm air from the turbo cooler and transmission cooler?

I wasn't even considering crankcase pressure, but it makes a lot of sense. The issues I had in mind were cooling of the turbos and preventing oil starvation to the center shaft of the turbocharged when the engine is turned off.


Interesting. This setup could be useful even if someone tries to turbocharge a 2-stroke engine. That would be quite tempting... On a sidenote, some Biagio turbochargers now feature their own oil sump, even though they don't have a separate oiling system at all.


Where will the vents be directed to? Intake just like a regular PCV or directly to the atmosphere?

I agree the oil cooling and oil starvation are the two killers of turbos.

On a two stroke it would be a great setup for sure.

It will be vented to atmosphere. The oil tank for the turbos will have a vent on top with a valve cover filter. The oil tank will be located just behind the two turbos in front of the fire wall.

Due to the temperature, what about an oil fumes catch can as a safety measure to prevent fire?

You bring up a very good point. I think I have an extra oil catch can that I'll put to good use. :thumbup:

Camaro is finally a roller
 

This is the FE ride height. The top of roof is 47" from the ground. lol

Starting on the cage now and installing the floor.

That engine looks quite big, even though the Camaro was originally meant to fit larger engines.

This is the kind of project that get my full attention.
Can't wait to see how this turns out.
To this day, it amazes me how that a 52+ year old design can get down to a stellar cD close to that of an EV1, with only a drop in ride height, grille block, and a spoiler.
( And with such a huge change in cD at that ! .497 down to .201 ! As we have seen so many times before, you can remove mirrors, plug up grilles, do a full belly pan, full boattail etc, and only find you knock down the cD count by a few counts ! )
Meanwhile, automakes brag about spending hundreds of hours in the windtunnel to get a .28 or so cD on something.
Your Eclipse project was brilliant as well.
You really are a master at this stuff.
This is such a cool project.

Thank you, kind sir.

It's been a major undertaking, but it's starting to get closer. Should have it up and running mid-Summer. Have to thank you and a bunch other on this site for helping me out with both projects.

? Are you thinking of someone else, because the only way I see that I may have helped is to post about that old Hot Rod article with the '81 Camaro that went to .201 cD.

If you want to go all out with the Warlock and make a trip to the A2, ( Windtunnel ) then I know Gary Eaker and the folks there would be extremely helpful.
I recently called and spoke to Gary's son there.
He actually took time out of his day to talk to me.
Other tunnels I have called start out by first asking " So is this a business inquiry ?" And then hang up .

That article was a great one.

I might take you up on that when I get it running.
All my aero information comes from this site. I have to admit aero is definitely one of my weaknesses. lol

I have always wanted to own a Talon/Mitsubishi since a good friend of mind has 2 different Eagles while we were in highschool. He couldn't get them running consistently, but damn were they fun when they were on the road.

This build has gotten my attention, looking forward to seeing it completed!

Subbed, can't wait to see this one finished! You got any paint colors in mind, maybe make it match the talon? :D

It will be close to the Talon color. Thinking about Marlboro Red?

Ive always been a sucker for red, so I wont argue with you on that one!

Since it's only an opinion, I will offer that the only red I care for is L351 Koral Rot (Coral Red).

Would be cool if you did a "heritage" livery, inspired on the good old days when tobacco and alcohol ads were still allowed on motorsports. I remember all the BS that tobacco and alcohol sponsoring motorsports would be a bad influence for children to get into smoking and binge-drinking, yet Im sure it's all BS. On a sidenote, do you remember the livery of the Mitsubishi Lancer Evolution VI on WRC?