If they retain the aluminum block, then the weight gain probably wouldn't be but about half that. However, if they go to an iron block, then it becomes easily believable.

 

Because an FI / SC advocate who has claimed to turn wrenches on similar cars threw that number out there.....
Ummmm...when compared to the 4th gen.... they are of a smaller overall size, less overall weight, have electro tricky / adjustable diffs and put about the same power to the ground through four tires instead of two.

And the final nail in the coffin... they can run the same size tires we can. There are national level prepped STis running 315s on all four corners. I've seen 'em. And I thought 315s looked big on the front of my car......sheesh.

 

While Centrifical chargers adds more brackets and pulleys, intercoolers etc, I was thinking more along the lines of an Eaton or twin-screw design, like this.

http://www.superchargers4less.com/wh.../750%20kit.jpg
• Twin screw Whipple Supercharger
• Most efficient supercharger on the market
• No “ancient” rising rate fuel pressure regulator
• Whipple Superchargers “Interface” computer system
• Up to 50% horsepower increase
• Up to 50% torque increase throughout entire RPM range
• Instant boost at the touch of the throttle
• Flat torque curve for excellent towing power
• Incredible acceleration and top end power
• Whipple Superchargers air-bypass system
• Self-contained lubrication system
• High flow air filter system
• Lowest noise level in industry
• 50-State Emissions Legal
• All parts meet or exceed OEM specifications
• Fully adjustable boost levels
• Active boost control for unsurpassed reliability
• No internal modifications
• Completed installation looks factory installed
• Kits come complete with all necessary parts and hardware for installation
• 1 year warranty



or this

http://www.superchargers4less.com/Ma...orvette-10.gif
• Adds up to 130 hp/130 ft. lbs. torque
(NOTE: Please read important disclaimer)
• CARB E.O. # D-488-6
for ('97-'04 models only) and # D-488-10 for ('05-'06 models only)
• Front inlet 5th Gen supercharger with integral bypass valve
• Patented cast aluminum intake manifold replaces factory composite unit
• Available integrated air/liquid intercooler (as an upgrade or complete supercharger system) features the latest in proprietary intercooler airflow technology (patent pending) NOTE: Requires custom, aftermarket hood for clearance)-
• 180° rotation of supercharger provides straight airflow path for maximum power and efficiency
• "Internal bypass valve" virtually eliminates parasitic loss...and delivers a proven 30 to 66% increase in real world "under the curve" power. Best of all, it costs less than 1/3 of a horse at 60 mph. Now that's real efficiency.
• Fuel system includes new injectors, extruded aluminum fuel rails, factory "push-lock" connectors and fuel regulator adaptor
• Computer programmer re-flashes factory ECU, spark and fuel calibration, transmission shift points, line pressure and torque converter strategies are optimized to manage increased torque, horsepower and mileage.
• 100% complete bolt-on system
• Installs in 6-7 hours (non-intercooled) or 8-10 hours (intercooled)
• Std. 3-year limited warranty
• Opt. 3-yr./36,000 powertrain warranty

 

As am I. I think some people forget that those types of s/c manifolds include the intake. You need to subtract the weight for the N/A intake when you add the weight of the S/C. Also many of those extra wires and hoses replace N/A ones. Same issue, subtract the weight of the N/A components before adding the new ones. When all is said and done its probably closer to 50-lbs of weight added. That's not dead weight either, its providing an additional 150hp. 50-lbs isn't going to mean diddly on a street car, if its engineered with the S/C engine in mind.

All this chicken little mentality that a factory S/C Camaro isn't going to handle well is hogwash.

 

JG, personally I think you're just trying to stir the pot by playing devil's advocate but I'll bite.....

You guys keep missing the point in these threads. It's not that a heavier and / or SC Camaro won't handle well. It's that a lighter and / or NA Camaro would handle better.

When you can get very good fuel mileage and 500 hp from a NA engine, why do we really need a SC? Why do we really need ANY of the additional weight (or complexity) that a SC would bring?



And with that said, if they want to build a full boat, loaded to the gills, heavier, supercharged, SS badged (?) car as a GT500 competitor, then more power to them. I'd have no interest in such a car but the SC engine would be right at home there. The extra weight would not matter to the owner of such a car.

However, IMO the SC engine has no place in an "everyday" Camaro nor does it have a place in a Z28.

 

The supercharged one would make more average power. A 5.3L built to "rev real high" and make 500HP will have a tough time idling well or meeting emissions.

That said, I think a naturally aspirated motor in the 6.XL range with 450HP or so would be fine for a track oriented car as long as it was focused, with a proper suspension and not too much pork.

 

Ya, what he said.

 

. Why?
They've worked really well in everday driven Gran Prix's, Regals, Park Ave's, Bonnevilles, and Cobalts; just to name GMs superchargered cars.
To me, a similar supercharger would be better in a daily driven car than a purpose built one.

 

fist off, im not your bud, and i dont have any interest in ever being your bud.

if you have two motors of the same size, and put a blower on one, then it will no doubt be a little heavier, but it will definately put out substantially more horsepower. SO! if you wanna ask a decent question, should be....."should the new camaro have a lighter NA motor with 430ish horsepower, or should it have a 500+ FI motor that weighs a little more?" and lets get real, anyone who thinks pulling off an aluminum intake and putting in a small aluminum blower is going to add a true 100 pounds is trippin *****!!!
believe it or not, im not an advocate of the heavier blown motor. i honestly dont know which car ill buy (because i am planning on getting one) if they offer the two different motors because i do like taking my car out to the local roadcourse (buttonwillow raceway) and also to the open road rallies. but at the same time, i just dont think i could stand to roll up to next an 03 cobra in my brand new camaro and think to myself, this guy's old *** ford will rip the **** outta me if we get into a street brawl. call it what you want; pride, testosterone, stupidity, the truth is, i think most guys who want a new camaro will want to be able to stop the guts out of anything with a blue oval that rolls on the street!!!

now even though a FI motor will be a little heavier, its not a car that i couldnt take to buttonwillow and have a lot of fun with, especially with a few suspension and brake modifications.

it would be cheaper (for the consumer) to make a high HP factory car handle better, versus making a good handling factory car have more power. and factory HP is more reliable than aftermarket HP, and it comes with a warranty.

 

No.

That's not at all the question.

This is a discussion of the report that the supercharged LS8 will produce 475-500 hp, and reports that a Gen V, GDI, normally aspirated 6.2 will produce "well in excess" of 450 hp. That's what were talking about! Which one of these previously discussed ~500 hp engines would be most appropriate in a Z/28.

 

Umm, last time I checked, all the LSx engines came with a plastic/composite material intake, which probably weighs no more than ~5 lbs . Now, subtract that, but ADD the aluminum intake, the twin screw blower (assuming that's the type we're talking about) and associated pullies, bracketry, and a little extra ducting. Would it add 100 lbs? I don't know, but I'm sure someone who has dealt with retro-fitting superchargers would know.

Then apparently the car for you is the Camaro "SS", supercharged 6.2L, ~500 HP or whatever it may be, that will still handle decently, but lay the smack down on all the competition in a straight line .



Do I need to wave that one more time??? Horse-power is the "easy" thing to build. There's already a long list of LSx-based engines making reliable power, well north of the ~500 HP mark. You want ~650 HP? No problem. Heck, GM is gonna offer that themselves!

BUT, if GM builds a "pig" of a Camaro, how do you work with that? You can have all the best suspension geometry in the world, but how do you make it handle better "cheaper" than doing the standard cam swap and headers that you KNOW will net you ~100 HP any day of the week??? Cheaper my a$$. Weight plays a big role in handling (unless you drive the rule-bending Nissan GT-R ) and must be built in (or NOT built in) from the ground up, not just slapped on later like some typical bolt-on part.

 

Pfft. Weight is no problem. Pull a little here...



Pull a little there....



No problem!

And yes, that is (or was) a 4th Gen LS1 Z28 (or SS...don't remember for sure).

 

I'm interested to see how GM deals with the weight issue of a sc on the ZR1. Maybe they have something up their selves cost-effective enough that they can use on the Camaro, too.

 

Hey, looks like the passenger's side seat-belt got missed! I'm sure that's worth ~4 or 5 lbs!

But I think that defeats the purpose of a factory built, streetable "race car", no??

 

LOL....yes, I did notice the seat belt. Very poor attention to detail.