Da Groj

President's Day brought more accomplishments...first set of new OEM tires courtesy of local race shop - nary a scratch!:



Next was balancer install...once I finagled the cooling fan out:



Some concern on the fasteners...I had planned to use an ARP bolt vice the OEM TTY deal.



I was surprised at the lack of thread engagement on the ARP...but it equaled the OEM bolt (which seems minimal!)...so in it went to 235 ft/lbs.



Next was the stretch AC belt...actually went on easily once I installed fully on the balancer, but left it off the AC compressor pulley. Then pushed the belt on with my fingers over the AC compressor pulley while rotating the engine. Admittedly, I used the original 19,000 mile belt so stacked the deck:



Next was pulling the intake...far cry from the Gen I SBC's aluminum job - or the cast iron behemoth!:



Back to the blower drive - OEM tensioner - GM 12663624:



Pulleys - GM 12665845 / 12678295 / 12642707:



Bracket - GM 12667163:



Installed:



Only fatality is a damaged sensor...got too hamfisted with the disconnect clip mystery...

Next is fueling (injectors/HPFP), heat exchanger, blower unit, and hoses. Maybe next weekend.

Had a few hours today...knocked out the LT4 fueling piece - includes the larger LT4 injectors, high pressure fuel pump (mechanical driven by camshaft), and the LT4 valley plate/air/oil separator.

Disassembled:



LT4 valley plate - GM :



Shot of the fuel pump plunger height checking tool...spent $50 on this piece for it to tell me the plunger was on the base circle of the cam - ready to install the HPFP. Likely unnecessary, but my first experience with LT1 engines - it brought a bit of piece of mind:



LT4 fueling/rails installed...even the OEM fuel feed line from the fuel tank requires no modification:



Also received my passenger cat manifold modified with a wide band bung - nice work by local race shop:



They also refitted fresh OEM tires to the rears as well - an English speaker makes life so much more convenient...and understanding that scratches are not automatic!



Have to include a shot of the cargo capacity of my $1500 Honda Jazz (Fit)...impressive 40 mpg parts hauler...'Magic' seats and all - I bet I could fit 8 tire assemblies in the car:

friskyflea wrote:

When you are done with the Fit please send it to Soroya.

I haven't had a mechanical cam driven fuel pump since 1984. Is that required to simply boost stock pressure for the blower and bigger injectors?

Friskyflea: My son suggested we take the Jazz for a lap of the Nurburgring...hmmm.

Doug: it is the current technology - direct injected into the combustion chamber...2900 psi of it. Still an electric pump in the fuel tank at 58 psi pushing fuel up to the high pressure mechanical fuel pump on the engine for the four digit pressures. Believe most new engines are that way...higher compression (11.5 for this LT1)/better fuel economy are advantages.

Tim_M wrote: Doug: it is the current technology - direct injected into the combustion chamber...2900 psi of it. Still an electric pump in the fuel tank at 58 psi pushing fuel up to the high pressure mechanical fuel pump on the engine for the four digit pressures. Believe most new engines are that way...higher compression (11.5 for this LT1)/better fuel economy are advantages.

Thanks. I never gave that a thought about pressures so high no plastic would carry it. So basically they made all engines into diesels now.

My new car is 16 years old where my knowledge ends with spinning triangles that no longer exist.

Guess I should just go with electric next time? Then I won't have to learn anything more.

It's cool how you and family are able to enjoy exotic pleasures of high speeds.

Doug: It has been a learning experience...a diesel...with a spark plug. Rotaries are cool - a rare sight overseas.

Arrived back in Germany and had few hours to put toward the car...

Ordered a new passenger side cat gasket - thanks to Rock Auto - GM PN 21992620:



My one sensor fatality - oil pressure when I sheared the little clip bump off due to carelessness- GM PN 55488247:



Interesting point - supercharger without the throttle body - weighs in just shy of 69 pounds - ugh!:



My assistant was wondered why so many bolts!!!:



Insulator pad installed:



Blower to LT1 cylinder head adapter plates...these are quality except mine lacked acceptable threads for the blower to plate connection...two of the 10 bolts didn't take the 89 in/pounds (~7 ft/lbs).



I made a inquiry with ADM and promptly got a phone call back (note it was international!) Don't think I've ever had a US company call me - hats off. He called to confirm the issue and noting the problem - is sending new plates first thing Monday. Another big kudos. Of course this means a 2 week delay and missing the Ring open day - weather is likely a downer as it was. Interestingly, these plates are ICT Billet...so not even an ADM issue other than was included in their kit.

Only modification to the blower - was the removal of this hollow dowel...also note the blower mounting bolt (10 total)...you must trim the nub and 2 threads off or the bolt will bottom on the cylinder head as it is screwed into the adapter:



Heat exchanger - couldn't even get the scale to register - obviously without water:



Had to drill new holes for the exchanger as well as Dremel clearance for the nut clips in the plastic shroud. I noted the OEM mounting on the ZL1 is likely behind the shroud surface while this add on mounting is on the front side - requiring one to trim the plastic air 'fences' that prevent air from exiting the radiator 'channel'. I didn't see where it was recommended to keep these, but if Chevy included...I spent some time with the Dremel contouring around the heat exchanger mounting to maintain original intent. Hoping to preserve what cooling and/or aerodynamic drag as able:



And:



Complete:



Looks pretty good:



Embarrassingly, having issues installing the blower belt - almost appears too short??? MTF

Took 4 hands to install the belt - had to remove a pulley to finesse it in place:



Also tended to the supercharger cooling reservoir...weighed in at 2 pounds (empty):



Had to order a special pinch clamp pliers for the radiator hose. Typically can use a set of pliers, but this clamp is in a difficult position - thanks Amazon.de by Wednesday.

Be interesting what cars on der stopemfloppien you will chase down with this additional power. Quite a project in great detail as usual.

Doug: Considering the ZL1 Camaro holds the quickest time on the Nurburgring...should hold its own. Of course, the extra power could very well be a negative for my skills. It was far easier when the car had adequate power...now with ludicrous (650+) it will be dangerous.

Took half a day to attend the Stuttgart Retro Classics show...quite a huge production. The halls were jam packed with non-new automobile interest...located adjacent to the Stuttgart airport. 20 Euro was a worth the price...

9 of these halls were filled:



Neat!:



Not sure what this is...other than art?:



Interestingly the only E36 BMW we came across for sale was a low mileage example reduced to 16,000 Euro (~18,000 USD)! Thought a German car would be cheaper than stateside...guess the 1997 M3 we bought for $3500 was a steal! (of course, ours had the luxury of an additional 200,000 miles to the clock...)

Bit slow going due to life, but finally got several hours to apply toward the car...all complete except the new tune upload and initial start!

My $20 pinch hose clamp pliers...attempted to use and on first squeeze - came apart in grand fashion...OEM GM main radiator hose clamps proved to be too much!:



I resorted to cutting the hose and accessing the clamp with good old channel locks.

Swapped left brace for one that allowed mounting the electric water pump (supercharger coolant)...this was a bit discerning - had to lower the front aluminum subframe to sneak the bracket in and out as it was sandwiched between the subframe and frame. Really no issues...6 large bolts per side...not even very high torque:



Shot of my trimmed air deflectors - some leave them out - I think they will be important at 180+ mph:



Looks pretty good!



Even checked of a brake fluid refresh while the car was laid up:



Tomorrow hope to figure out the HP Tuners deal and see if it will start. I still have issues with three open connectors (EVAP, Bypass Valve, and something else)...also need to wire the electric water pump...and the Ring is open!

Flashed the car tonight and after 10 revolutions...fired right up to a smooth 650 rpm idle! Amazing modern technology...650+ hp. Crazy.

Video below...



Success!

Let the tuning begin...

That is a LOT of power. With no lope, tintinitis or salty aftertaste.
So the stock intake is sufficient flow for all that extra air? Or did you open it up? (I might have missed a step or two.)
Is the SS aero sufficient downforce for those crazy speeds? Or did you tweak that too?

I remember the old Cougars and Tbirds with factory superchargers how they would hold rpm between shifts (so cool) unlike a turbo

**You have 305HP more than my C5 which is almost double. DAMN. Math is fun.

Thanks gents. Of course the next morning was welcomed with a puddle of coolant beneath. Luckily, an under-tightened hose clamp was the culprit, we think. May get a chance to log a run Sunday to pass back to the tuner for tweaking. Easy does it initially.

Doug: supercharger is self contained - direct to the cylinder head - no intake manifold. Of course cylinder heads these days flow like gangbusters...HP is easy now-a-days.

Aerodynamics: Camaro is not exactly aerodynamic especially compared to like year Corvette, but the front area is a benefit for cooling on the track (Corvettes have issues). I'm pretty confident the body as it sits will be solid at speeds. Unless the tuner is incredibly conservative and/or the motor scatters before - would expect it to exceed 190 mph.

Thunderbird Super Coupes, right? 3.8 liter with Eaton blower...

More success - car drives! Did about 50 miles of low throttle driving to pump the tires up and confirm no leaks. Brakes work (new), no more whir so it was a wheel bearing, and nothing on the ground.

Took us a bit to figure out how to add the AEM wideband sensor to the HP Tuner setup on the laptop - which put us in higher traffic window on the roads. Preventing us from getting the first log...idle to 5000 rpm in third gear three times in one recording. Try again later tonight...

It sure whines at higher rpm...even with no boost. :-)



Pretty impressive software...hopefully Jannetty Racing can turn the program for another shot on Tuesday.

The blower parts distributor was a quick ship for the EVAP harness...last piece of the puzzle. Required for any further tuning...snapped into place. Flashed the second program...ready for another log - this time WOT to 4500 rpm.

Hit 9 pounds of boost...makes for a different car. Awaiting another tweak...

Did the first 1500-6500 rpm WOT run last night...9.6 psi and a touch over 11 to 1 AFR:



#5 reprogram going in today - thanks to the tuner - Jannetty Racing!

Car is much more of a thrill ride now with the throttle...

Tuning is complete - 7 programs and car drives like OEM until you press the accelerator. Steady 11.7 AFR and max of 10.5 pounds of boost.

Minor issue with the amount of boost pressure this supercharger provides along with the 11.5 to 1 compression ratio - means heavy loads in 5th gear return some knock sensor activity. Likely the European 98 octane is not sufficient according to the tuner. A bottle of Torco is suggested for times 5th gear and high speeds are desired. Daily driving is is completely fine on pump 98 fuel.

Very impressive pickup though - second gear has wheel spin issues - never did that before!

Now we can hope the Nurburgring doesn't go bankrupt due to the virus stagnation...

What a refreshing relief from the confines of house arrest.
My daughter is buying my C5 to start autocrossing/enjoying it once again next summer. Sitting on life support with trickle charger most of the last year.
She was one of my "assistants" 25 years ago. Now has her own "assistants".
Great threads. Motivating and stimulating grey matter.
Thanks.