Gung Ho 1985 Camaro

[3R1$C]

Folks, how are things over here? Started this thread for my 1985 Camaro build project. Swapping an LT1, aiming for 400hp. Running a Procharger with electronic boost control. Holley EFI HP in piggyback mode.

So here is that Corvette LT1 and the supercharger kit for it. I am relocating the supercharger to the right/hand side. Here some images:



I have a few concerns:
- crankshaft wrap of the serpentine belt, is this enough? I only want 5PSI not more (To lift the LT1 up to about 400hp, supercharger kit is "1GF211-SCI")
https://treperformance.com/i-2090544...led-p-1sc.html
- is that procharger orientation OK (will ask Procharger)
- optispark no longer fits but I am getting the EFI 24x conversion anyway
- no idea where to mount intercoolers, this will be custom and done when engine is in the car
- what radiator shall I use? 3/row or 4/row?
- original radiator fan will likely not fit, but since it is electric, this relocation/replacement is possible
- what torque converter suits this application?
- where can I find suitable 28x spline axle shafts?


Electronic boost control and vacuum circuit





Engine idling:

The intake manifold vacuum is high and opens the BOV. This allows the engine to idle properly since any additional pressure from the compressor is vented. The solenoid valve between the BOV and the manifold allows the manifold to evacuate and actuate/open the BOV. The electric vacuum pump is always on but does not affect the overall system is this state. The brake booster has vacuum through both, the intake manifold and the electric vacuum pump. The transmission is directly connected to manifold vacuum.

WOT (wide-open throttle):

There is no manifold vacuum, the manifold is at positive pressure/boost and as such, the BOV is closed and the compressor provides full boost to the engine. The brake booster is isolated from boost through a one-way valve. The electronic vacuum pump ensures that the brake booster has vacuum and can operate. The transmission sees the boost, which is typically not an issue for moderate boost – here 6 PSI. For higher boost applications, an extra blow-off valve is required as the boost pressure can otherwise damage the vacuum modulator.

Electronic boost control:

The boost pressure is monitored and communicated to the ECU, where we have electronic boost control enabled. This is done in the HP ECU. Here, we can simply create curves and tables to adjust the boost pressure as functions of rpm, speed and gear. When the solenoid valve switches, the BOV is connected to vacuum and opens. The spring in the BOV defines how aggressively the boost pressure is vented. Start with a weak spring, which vents the boost pressure aggressively and use stronger springs to ensure it vents less aggressively. If done properly, with a small pulley on the supercharger, you can run full boost at fairly low RPM and adjust the electronic boost controller and the BOV such that the boost will not increase with increasing RPM. This is the “ideal” supercharger – which creates the same boost pressure independently of RPM. Theoretically, looking at the thermal limits on the piston, you actually want to reduce boost slightly as RPM increases.


Any comments or concerns? I heard this forum is the spot to be for technical stuff and lots of you know the engineering inside out.

Thanks

[andrewb70]

Interesting and a lot of work for 400HP. Why not LS swap it and have 400HP NA?

Andrew

[3R1$C]

I have other LS-powered vehicles - I am in Europe and we have special rules for classic cars where you pay very little tax and insurance if you only drive it a few thousand km per year... for that category of vehicle you can only use parts that were available in the build year +10 years.

[RMMiller]

Not sure about that belt routing, never seen the belt run across the top of the crank pulley like that. If it were mine I would do it like this.....

[BonzoHansen]

Interesting and a lot of work for 400HP. Why not LS swap it and have 400HP NA?

Andrew

you can probably just throw a cam in to get 400hp. With that blower i'd want no less than 550.

[Lonnies Performance]

That's not a Corvette LT1 kit... they were mounted on the right side, not the left as you show.

The accessory brackets for the AC, PS & Alt look to be off of a Camaro/Firebird.
A ProCharger for a Camaro was mounted lower on the left side with the air inlet facing the rear of the car.... not sure what that kit was originally intended for.

The charger will likely hit the steering box in that position.

Also left/right is as you sit in the car....

Present routing will not work well & mark-up in yellow will hit the water pump.

This is how people are putting ProCharged LT1's in 3rd gens.

[3R1$C]

Thanks guys for the reply.

The kit is an original C4 kit - but I flipped the plate around to mount it on the right/hand side instead of the left/hand side. Yes, the accessory drive for the LT1 is out of a Camaro, converted it all over. The motor itself is from a C4 (aluminium heads).

I will put the motor back in the car and get you more pics here.

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