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The F3 needs a heaping helping of air to make all that boost, and a 6” diameter intake tube will make sure the supercharger gets the oxygen it needs. Note the reverse orientation of the ProCharger. Denny had to use this style to fit underneath the hood. A standard rotation unit sits off toward the driver side, and would have stuck out of the hood. The reverse-rotation unit sits inside the cowl induction scoop with no alterations beside the mounting bracketry.
The blower discharge tube was fitted with two ProCharger surge (aka blow-off) valves. The valves vent excess air into the atmosphere under high rpm/low airflow conditions (supercharger at full flow, carburetor throttle blades closed) to prevent the air from reversing and flowing back into the supercharger. This condition is called compressor surge, and at full boost, it can damage or destroy the supercharger as well as the intercooler if you are using one. Kevin plumbed two of the race-spec valves to accommodate the high flow and boost levels of the F3 supercharger.
Akron Horsepower (www.akronhorsepower.com) got the nod to test the Camaro on its Dynojet 248x chassis dyno, which is capable of handling upwards of 2,000 horsepower and 2,000 ft.-lbs. of torque. Getting the Camaro on the dyno platform proved to be a challenge thanks to the front clip scraping the ramps. The solution? Take off the front clip and run the car half-nekked; the extra airflow around the 580 certainly wouldn’t hurt things. That’s Akron Horsepower honcho Eric and driver Steve Roth (right) standing by the car.
Engine builder Kevin Plecenik (left) attended the dyno session, as did special guest Steve Morris from Steve Morris Racing Engines (www.stevemorrisracingengines.com), who came down from Michigan to help dial in the 580. Well-known for building and tuning supercharged, turbo, and circle track engines, Steve races what he builds. His wheelstanding 1993 Caprice station wagon has a 2,000 horsepower blown big block that moves the 4,450 pound car to 8.20 second quarter miles. On pump gas, no less. See it at www.hotrod.com and say wowza.
“OK Steve—when the big hand reaches the 12, it’s horsepower-makin’ time!” OK, so Eric didn’t really say that as he was explaining the display on the platform-mounted computer screen. The screen gives the driver the same display (engine rpm, mph, torque output, drum temperature) that Eric sees during a pull.
The second run proved disappointing. There was a drop in power to 920 rear-wheel horsepower, and the car didn’t seem to pull as smoothly as before. The culprit turned out to be the carburetor hat, which was sitting cockeyed on the CSU-prepped Dominator and allowing boost pressure to leak out. Some minor tweaks to the supercharger plumbing and the hat was reseated properly. Further investigation found that the hood was actually forcing the carb hat to unseat from the carburetor; the problem was fixed well before Drag Week.