11. Next up is the fuel system. Tyler depressurized the system, and disconnected the fuel injector electrical connecters, fuel rail wiring harness, and removed the fuel rail assembly as one piece with the injectors still attached. Tyler would then install the retainer clips onto the new injectors, and push each injector into the fuel rail injector socket, and reinstall the fuel rail assembly. Installing the new injectors will ensure proper compatibility with the new i-1 setup.
12. Onto everyone’s favorite pastime, wiring! Routing the wiring harness requires the removal of the passenger side cowl cover, passenger compartment air filter, and the firewall plug to allow wires to pass from the engine compartment through the cabin. ProCharger uses their own module, called a FlowCharger to regulate fuel flow, mounted in the trunk. The trigger wiring from the boost switch on the vacuum manifold is routed along the back of the firewall, through the firewall, through the cabin, all the way into the trunk, next to the fuse box. The fuel system control module fuse is removed from the fuse box on the passenger side of the trunk, and the wiring harness is exposed when the fuse box is dissembled.
13. The FlowCharger wiring is connected and mounted underneath the topside of the trunk compartment, while the fuse box on the passenger side is reassembled, and replaced to look factory.
14. Ryan connects the wiring harnesses into the controller, and attaches the supplied vacuum hose to the barb fitting on the controller. The controller is mounted to the brace on the left side of the glove box opening, and secured with at lease two self-tapping screws.
15. The two wiring harnesses and the vacuum hose from the controller are routed through the firewall grommet, into the engine bay along the upper firewall, over to the driver’s side rear corner. All of these other wires are routed up to the driver’s side area of the engine bay to meet up and pair with the terminal block (shown), supplied in the kit.
16. Using a simple diagram, Ryan connects the wires, and also connects the power wiring harness. The terminal block connects cleanly along the upper firewall. Off camera, Ryan hooks up the supplied i-1 fuse to the terminal on the fuse box in the engine bay. Finally, the wiring is finished!
17. After reinstalling the engine cover, it’s time to install the new air inlet assembly. Once the elbow is connected, the air filter is connected, and the assembly angle is adjusted accordingly.
18. Take a look at the touch screen. The seamless integration allows for an on-the-go boost ratio change thanks to the touring, sport, competition, and custom modes. The screen looks like a normal GPS screen, but controls so much more! The page displayed is password protected to prevent unwarranted changes from other drivers.
19. Here’s a good engine bay shot showing the final look, with the installation of the ProCharger i-1 complete!
20. Our Camaro did a few solid baseline dyno pulls, making 381-horsepower and 390 foot-pounds of torque at the wheels. According to the guys from ProCharger, the fifth-gen should gain an additional 185-horsepower from the installation of the i-1 on pump gas.
21. The post i-1 install dyno pull resulted in 576-horsepower and 558 foot-pounds of torque. That’s a gain of 195-horsepower!