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2010 Chevy Camaro SS ProCharger Supercharger - This '10 Camaro Gets The Procharger Push
With The Help Of 12 PSI Of Boost, The Tune Time performance F-body Runs 10s.
Sep 1, 2010
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2010 Chevy Camaro SS ProCharger Supercharger - This '10 Camaro Gets The Procharger Push
We unpacked all the boxes and laid out the components in front of Tune Time Performance's '10 Camaro SS. Before attempting installation, we took inventory from the packing list and owner's manual. ProCharger recommends reviewing the installation instructions (50 pages) beforehand, along with following the instructions closely and in sequence. If you're doing it yourself, be certain the air/fuel mixture ratio is safe and there aren't any knock retard issues. For the safety of the engine, it's best to immediately follow up with a professional dyno tune and possible fuel system upgrades before putting your foot to the floor.
The first order of business is to remove the air filter box, inlet pipe with MAF sensor before all the bolts, screws, fasteners, and pushpins that hold the lower splash panel and front fascia in place. Here, George Hatzinikitas and Jose Cruz of Tune Time Performance pull the front fascia forward enough to unplug the wiring harness before removing it completely from the car.
Hatzinikitas removes the front bumper after removing the six fasteners that connect it to the vehicle. Not shown was the removal of the radiator shrouding between and underneath the bumper and radiator. The coolant was drained from the radiator and the washer bottle was also removed to make room for the intercooler.
The provided brackets were installed on each side of the intercooler. Here Hatzinikitas makes sure they line up with the existing tapped holes before mounting the front bumper and intercooler.
Customer/friend Eddie Perez gave Hatzinikitas a hand aligning and installing the intercooler and front bumper assembly.
Before pulling out the fan assembly, remove the upper radiator hose, the attached 1⁄2-inch coolant line going to the lower section of the motor, the overflow tank, fasteners, and unplug the cooling fan wiring harness.
There's a 6-rib drivebelt for the accessories (power steering pump, water pump, alternator) and a 4-rib belt for the air conditioning compressor. The belts are removed to access the balancer/pulley.
Tune Time replaced the factory balancer/pulley with this aftermarket, underdrive unit. An ATI balancer is used in order to mount the 12-rib pulley to drive the ProCharger. An 8-rib drivebelt system can use the factory balancer/pulley.
Besides needing an ATI Super Damper (PN 918635) for a 12-rib or cogged belt system, it helps eliminate torsional crankshaft vibrations, which will help extend crank and rod bearing life. It exceeds SFI 18.1 specs.
Here's the crankshaft and harmonic balancer drill jig kit for pinning the balancer and crankshaft. They must be pinned to ensure the balancer does not spin independently from the crank.
One of the more important processes of the installation is pinning the crankshaft and balancer. First, the template bushing drill jig is bolted to the crank and pulley, which guides the drill.
After drilling the proper depth by following the instructions, remove the bolt and fixture. Clean the area thoroughly, including the drilled hole.
Hatzinikitas placed Loctite on the pin and tapped it in with a rubber mallet. Now, the ATI balancer was properly pinned to the crankshaft. The factory crankshaft bolt cannot be reused; a new one must be installed as they are torque-to-yield (stretch). A new one can be obtained at your Chevy dealer or you can buy a reusable bolt from ARP.
The power steering pump is unbolted from the factory bracket and set aside.
It's not necessary to disconnect the lines from the pump. Remove the factory bracket to make room to mount the PS pump relocation bracket to the sub-bracket.
This bracket/sub-bracket is not only for the PS pump, but also to mount the supercharger's main bracket assembly.
First the factory AC belt is installed, then the supplied accessory belt. The belts follow the factory routing (belt schematic) and need to be installed before mounting the main bracket assembly, which will capture the belts.
The polished billet aluminum main bracket assembly is bolted in place and ready to receive the supercharger.
Hatzinikitas installs the oil drain line onto the supercharger. On the top side is the oil fill plug/dipstick. The ProCharger is filled with the supplied 6-ounce bottle of specifically blended synthetic blower oil. A ProCharger incorporates a self-lubrication system that doesn't use hot engine oil so you don't have to punch a hole in the oil pan.
The pretty, polished aluminum head unit is installed. ProCharger incorporates a stepped bearing design that uses two different size bearings to help equalize thrust load. This adds to the longevity of the unit.
The 12-rib crank pulley is mounted onto the ATI Super Damper. We upgraded to the 12-rib system after taking the intended power output (over 600 rwhp) into consideration.
Things were beginning to look really cool after installing the supplied blower belt. Be sure the proper tension is applied according to instructions.
Next we installed the plumbing (tubing and hoses) from the supercharger, to, through, and out of the intercooler, and into the engine's throttle body. Notice ProCharger's ProFlow bypass valve (see the little air filter?) that dumps the boost when you close the throttle. This surge valve protects the supercharger head unit, throttle body, and prevents possible engine damage from too much air pressure when the throttle is suddenly shut.
We removed the factory bracket that holds the auxiliary battery post. The spot welds were drilled out with the same 1⁄4-inch drill bit we used to pin the crankshaft and damper.
This makes room for the Stage 2 air inlet and filter.
With all the hardware installed, we couldn't resist firing it up for 15 minutes just to hear it. We couldn't believe how quiet the new helical gearset ProCharger is—you could hardly hear it. First we needed to upgrade the fuel system and set the parameters on the ECM before making any dyno pulls.
To support the added airflow supplied by the supercharger, we upgraded from the stock 39-psi fuel injectors (left) to the 60-psi injectors (right).
The stock tiny fuelrails were replaced by these Mast Motosports Black Label fuelrails and fuel lines to provide more volume for the injectors. Not seen is the Aeromotive return-type fuel system with adjustable regulator to replace the stock returnless system. A return-type fuel system is superior, providing the most effective fuel flow and pressure control to the injectors.
Mounted next to the ProCharger is an MSD Programmable Fuel Pump Voltage Controller. It will increase the voltage to the fuel pump as boost pressure from the supercharger increases to maintain proper fuel delivery.
Tune Time owner Matt Hauffe plugged his laptop into the MSD Controller to adjust the amount of voltage increase as the boost increases.
On the dyno, we learned of a few issues. We had high inlet air temps and not quite enough fuel (volume and injector size). The knock retard from the high IAT's and a lean A/F ratio of 12.0 to 12.6 during initial pulls limited us only 5,300 rpm). Hauffe was able to set the fuel parameters for an A/F of 11.8 (11.0 to 11.5 is as high as a safe tune should go) after making a few pulls but the timing was also being retarded (to -3 degrees) from the lean A/F and high IAT's.
At this point the Camaro made a best of 535 rwhp at only 5,500 rpm with a risky A/F of 11.8 at 4,500 rpm (6-7 pounds boost) and 12.1 at 5,500 (8-9 pounds boost). There would be more power available once the high IAT's and fuel issues were addressed—then we could safely crank the L99 beyond 5,500, all the way up to 7,000 rpm.
The stock fuel pump couldn't safely support the power levels the L99 was now capable of. The gas tank was dropped to install dual pumps to increase fuel flow/volume. (Hauffe has the same system in his LS2/ProCharger-equipped Pontiac G8 with 608 rwhp.) Also, a change to 80-psi injectors was made to support all the horsepower that could be produced in the cylinders.
Going down the road at speeds over 30 mph, the IAT averaged 10 degrees over the ambient temperature (70 degrees ambient, 80 degrees IAT). On the dyno the IAT was 130 to 140 degrees over, causing 8 to 10 degrees of timing retard. Whenever the IAT goes over 110, the computer pulls out timing to keep the engine safe from detonation. Here we tried moving the air filter into the steam of air coming from the dyno fan, but it didn't help. Even though the big dyno fan moves a large volume of air, it moves it at only 15 to 20 mph—not enough for the intercooler to efficiently cooldown the IAT. The upgrades to the fuel system helped Hauffe tune to a safe 11.3 to 11.5 A/F. Power jumped up to 583 rwhp at 6,100 rpm (10-11 pounds boost) with the timing at only 10 degrees.
Notice the brass fitting for the methanol injection plumbed into the air inlet tube. Right above the meth injection nozzle is a '99-'02 F-body IAT sensor. It was wisely placed after the meth nozzle to fool the computer into thinking it had much cooler IATs. Methanol cools the intake charge and combustion while adding 20 to 25 points of octane. Whenever the meth injection was activated the IAT was lowered to 45 degrees during dyno pulls.
This allowed Hauffe to reprogram the A/F to 11.4 and the timing to roughly 17 degrees. Further tuning enabled the power to shoot up to 624 rwhp at 6,400 rpm (11-12 pounds boost). That's 172 rwhp over what we had naturally aspirated!
It's easy to notice on this dyno graph the difference going from NA to supercharged performance. As the engine and supercharger increase rpm, more boost and power is produced. What a great sensation to experience! Here are the numbers: 452 hp at 6,500 rpm (NA), 583 hp at 6,100 rpm (ProCharger with 10 degrees timing) and 624 hp at 6,400 rpm (blown, meth injection, 17 degrees timing). These big-time gains made us anxious to get to the track. We were hoping for 10s even though the stock torque converter and 3.25 gears are not conducive for low e.t.'s.
Looking at these before and after shots, it's easy to understand why people like having a supercharger underhood.
Hauffe enjoys whacking it and feeling the ProCharger's boost getting into the heart of the Mast Motorsports cam and heads wide torque curve—his Camaro becomes a real handful on the street.
At Atco Raceway in New Jersey, the Procharger was tested with and without the meth injection. Hauffe reinstalled the stock Brembo brakes and wheels with 275/40R-20 Nitto Drag Radials out back. The test weight was now over 2 tons, up to a portly 4,170 pounds (the supercharger and meth equipment added over 120 pounds). At 4,050 pounds the best pre-ProCharger e.t. was an 11.81 at 119.27. On this 92-degree day (29.81 barometer, 45 percent humidity), the best e.t. without meth (7 degrees timing) was 11.10 at 126.73 mph. On the best meth-injected pass (18 degrees timing), the e.t. was 10.92 at 129.99 mph. Using a Density Altitude calculator, the DA was 2,407 feet above sea level. Corrected to 33 feet above sea level for the track we ran, with an SAE corrected standard of 72 degrees, we could've (in theory) posted a 10.62 at 133.58. That's a gain of 1.19 second and 14.31 mph, making it easy to understand why a ProCharger Intercooled system was Hauffe's power-adder of choice.
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