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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[2010 Camaro Skip Shift Eliminator CAGS] body=[<img src="images/camaro-47.jpg" border="0" alt="" width="200" height="200">]   2010 Camaro Ski…
Decide for yourself what gear you want to be in! Dump that annoying first-to...
Decide for yourself what gear you want to be in! Dump that annoying first-to-fourth "skip-shift" GM incorporates into the 6-speed Camaro with WCC Skip-Shift Eliminator. This PLUG IN piece requires no additional modifications to your vehicle. With it in place, you take complete control over gear selection. Isn't that why you got a 6 speed? Plug in installation. Shipped complete with everything you need including easy installation instructions.
  $19.95 
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  2010+ Camaro Tu…
Replace your thin Stock Tunnel Brace with our NEW Tunnel Stiffening Plate.&n...
Replace your thin Stock Tunnel Brace with our NEW Tunnel Stiffening Plate.  Designed by the company that put "Tunnel Plates" on the map !! * Designed specifically for your 2010+ Camaro  * Allow clearance for larger 3" Exhaust pipes * Add Stiffness and Rigidity to the chassis of your Camaro * One piece CNC machined billet aluminum  * Finish: Black Anodized to prevent oxidation * Direct Bolt-on replacement, Made in USA Use your existing hardware.  Installation takes about 5 minutes. Made with the same great quality you come to expect from Elite Engineering!
  $49.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[ATI Super Damper 12% Underdrive Harmonic Balancer Camaro 2010 ] body=[<img src="images/918620_250.jpg" border="0" alt="" width="200" height="218.4">]   ATI Super Dampe…
This Super Damper harmonic balancer is for the LS3, L99 2010 Camaro engines ...
This Super Damper harmonic balancer is for the LS3, L99 2010 Camaro engines for both street and race applications. Unlike factory pulleys, that offer no protection to high performance engines, the ATI Super Damper provides balanced dampening of torsional crankshaft vibrations at all RPM levels. This balancer is a 12% underdrive damper to slow down your power steering & alternator but not enough of a reduction to effect the alternator output for street use. This damper features a 6 rib main belt and has an aluminum shell. The damper comes with 360 laser-etched timing marks. All ATI Super Dampers exceed SFI 18.1 Safety Certification and are approved for competition use.
  $395.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[ATI Super Damper 2% Underdrive Harmonic Balancer Camaro 2010] body=[<img src="images/918620_250.jpg" border="0" alt="" width="200" height="218.4">]   ATI Super Dampe…
This Super Damper harmonic balancer is for the LS3, L99 2010 Camaro engines ...
This Super Damper harmonic balancer is for the LS3, L99 2010 Camaro engines for both street and race applications. Unlike factory pulleys, that offer no protection to high performance engines, the ATI Super Damper provides balanced dampening of torsional crankshaft vibrations at all RPM levels. This balancer is a 2% underdrive damper to slow down your power steering & alternator but not enough of a reduction to effect the alternator output for street use. This damper features a 6 rib main belt and has an aluminum shell. The damper comes with 360 laser-etched timing marks. All ATI Super Dampers exceed SFI 18.1 Safety Certification and are approved for competition use.
  $439.94 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Elite Engineering's PCV Oil Catch Can - Corvette, GTO, Camaro] body=[<img src="images/All-CC-Colors.jpg" border="0" alt="" width="200" height="134">]   Elite Engineeri…
Purpose of your Stock PCV System:  The PCV (Positive Crankcase Ventilat...
Purpose of your Stock PCV System: 
The PCV (Positive Crankcase Ventilation) system is designed to regulate and
 remove fumes from the engine crankcase, and to alleviate crankcase pressure which could cause oil leaks or seal damage. The PCV system routes crankcase fumes into the intake manifold where they can be burned to eliminate harmful emissions into the atmosphere. The PCV valve controls the amount of crankcase flow volume depending on the engine's load.  With large throttle openings (high engine loads),  the more blow-by gases are produced, and the more the PCV system flows oil vapor in to the intake manifold. The PCV valve also functions as a check valve to prevent intake manifold flow from reversing back into the crankcase when there is a backfire, or during periods of high manifold pressure (boost) during forced induction by turbocharger or supercharger. 
 
  Negative Effects of your Stock PCV System:
  Many Corvette, Camaro, Firebird and GTO owners with LSX engines can
  testify to the amount of oil residue that can accumulate inside the intake manifold,
  throttle body, intake track and even the air filter during aggressive driving
  conditions.   There are various negative effects when excess oil vapor contaminates the intake
  system from the stock PCV system - such as:
     * Throttle body and/or MAFS (Mass Air Flow Sensor) malfunction or failure.
      
    * Air filter, intercooler (if equipped) and intake ducting contamination if oil pools and run back out the intake system after engine shutdown.
      
    * Reduced octane of the air/fuel mixture, which can cause detonation and the ECM (Engine Control Module) to retard timing, thereby reducing engine power       *Excessive carbon build-up on valves, piston crowns, combustion chambers and spark plugs. This also increases the chance of detonation and power loss       *Increased emissions & possible contamination of catalytic converters and oxygen sensors.
  Bottom line: Excessive amounts of oil vapor in the intake manifold is detrimental to your engine!   Solution: Install the E2 Elite Engineering PCV Oil Catch Can!    Installed on an LSx >   Ultimate Function:
  The E2 Elite Engineering PCV Oil Catch Can is designed to effectively separate oil from  the crankcase vapors, thereby eliminating all negative effects of excessive intake system oil contamination.  Our Catch Can has been engineered to remove the oil vapor before it has a chance to contaminate your intake system.   Not all Catch Cans are created equally!  Often Imitated, never duplicated.  Most Catch Cans on the market are just comprised of an empty container with 2 ports.  While that simple design may trap a  few oil droplets, our Catch Can is designed to condense the oil vapor and trap the oil inside the container.   Our test proven design incorporates a stainless steel mesh and screening mechanism that acts like a maze to collect and condense the oil vapor.  Once the oil vapors condense into liquid droplets, it falls to the bottom of the can.  In addition, the top assembly is specially designed to keep any liquid from climbing out the exit hole during aggressive driving conditions.  Stored oil volume is approximately 8
  ounces.  You will be amazed by how much oil our Catch Can will catch!  Don't settle for an inferior competitor's product.  Insist on Elite Engineering's Catch Can!
 
  Premium Construction:
  The Elite Engineering PCV Oil Catch Can is constructed of the finest materials inside and out.  High performance car owners insist on the best products that offer
  unsurpassed function as well as impressive visual enhancement.  Our Catch Can does both!  Our exclusive design incorporates optimum function and the finest materials, construction and finish for maximum dependability.   The 2.6" diameter by 6.0" long body is machined from billet 6061-T6 aluminum alloy, and then anodized in a variety of colors for a striking look.  The internal condensing screen is stainless steel encased inside an aluminum alloy housing designed for low flow restriction.  The housing can be disassembled for screen inspection, cleaning or replacement if needed.  The inlet and outlet hose fittings are brass, and threaded into the body and sealed with Teflon tape.  Supplied hoses are fuel and oil vapor compatible (SAE 30R7 rated).  The bottom catch can reservoir screws onto the top of the unit, and is sealed with a built in O-ring.  Inspection and cleaning is easy by simply removing the bottom of the unit without disturbing the mounting system or hoses.   In keeping with our high quality standards, all supplied mounting hardware and
  screws are stainless steel.  The supplied custom machined mounting bracket is black anodized 6061-T6 aluminum, and is attached to the passenger side engine head on  LS1/LS6/LS7/LS2/LS3 applications with (2) two 10 mm button head screws.   Each Catch Can kit includes everything you need to install the system.  Basic
  mechanical skills and common hand tools are the only things required.
 
  Kit Includes: 
Catch Can assembly beautifully anodized in choice of available colors, complete with 3/8" barbed inlet/outlet hose fittings.

Custom machined mounting bracket for LS1/LS6/LS7/ applications, black anodized.

Stainless steel mounting hardware.
       
24 inches of 3/8" ID fuel and oil vapor compatible hose.
       
PCV adaptor hardware.
       
Black zinc plated hose clamps. We are offering our Catch Cans in the (4) four most requested   colors: Anodized in Red, Silver, Black, and Blue, Also available in CHROME.
Note: LS2 and LS3 engine require special adapter, and are $10 more.
Click here for detailed Installation instructions!
  $174.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Harmonic Balancer/Underdrive Pulley, 2010 L99/LS3 Camaro w/Bolt] body=[<img src="images/100230-1.jpg" border="0" alt="" width="200" height="200">]   Harmonic Balanc…
SLP's new 25% underdrive balancer for 2010 L99/LS3 Camaro, 1999-2009 4.8/5.3...
SLP's new 25% underdrive balancer for 2010 L99/LS3 Camaro, 1999-2009 4.8/5.3/6.0 Silverado/Sierra/SUV and the 2006-09 Trailblazer SS incorporates a number of high quality features you won't find on any other aftermarket unit and makes up to 4.9 additional rear wheel horsepower and 6.1 ft-lbs of rear wheel torque. Among these features are a pair of extra tall belt retention walls that eliminate the belt slippage issues common with other balancers. Other unique design strengths include a 100% steel construction (other brands use aluminum), integral timing marks and built in puller mounting threads. Includes a new balancer bolt and detailed installation instructions.

NOTE: Balancer requires two new belts not included.

2010 Camaro
Main Belt: Gates K060827 or 82.7" Equivalent
Accessory Belt: Gates K040353 or 35.3" Equivalent

4.8/5.3/6.0 Truck/SUV and TBSS
Main Belt: Dayco 5060895 or 89.5" Equivalent (When the vehicle is equipped with an Overdrive Alternator, use Dayco 5060882 or 88.2" Equivalent).
Accessory Belt: Dayco 5040345 or 34.5" Equivalent.

Features: Up to 4.9 Rear Wheel Horsepower Increase Up to 6.1 ft-lbs. Rear Wheel Torque Increase Extra-tall belt-retention "walls"-no more thrown belts! 100% steel construction Lighter than the stock balancer Integral timing marks and puller-mounting threads Does not cause false knock retard or erratic power-curve dips Includes a new balancer bolt See Dyno Chart: http://www.slponline.com/img/part_img/100230A_dyno.jpg
  $199.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[TECH AFX 2010 CAMARO SS HOSE RELOCATION KIT] body=[<img src="images/918620_250.jpg" border="0" alt="" width="200" height="218.4">]   TECH AFX 2010 C…
Dressing up the under-hood of your 2010 Camaro SS is no problem with this h...
Dressing up the under-hood of your 2010 Camaro SS is no problem with this hose relocation kit. The Tech AFX hose relocation kit has OE style connectors and is an easy and quick way to really clean up the look of your Camaro SS.
  $289.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon Jugs] body=[<img src="images/torco_5gal_lg.jpg" border="0" alt="" width="200" height="200">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon JugsDescription: ...
Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon JugsDescription: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. S&H plus Hazards Wastes cost of $44.95 per order will be added to your Charge Card.
  $210.00 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32oz] body=[<img src="images/torco_32oz_lg_1.jpg" border="0" alt="" width="200" height="200">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32 oz. De...
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32 oz. Description: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states by GROUND. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. Price Includes an addtioanl Special Hazard Handling Charge of $12.95 per case for HZMAT fees.
  $113.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8oz] body=[<img src="images/8-oz-Accelerator-bottle_1.gif" border="0" alt="" width="200" height="133.33333333333">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8 oz. Des...
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8 oz. Description: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states by GROUND. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. Price Includes an addtioanl Special Hazard Handling Charge of $12.95 per case for HZMAT fees.
  $46.95 
  View More Info  
 
  Add to Cart  
Displaying 1 to 10 (of 10 products) Result Pages:  1 
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