The engine utilizes a Harrop supercharger. I, of course, made this decision late in the process which is why the already powder coated rear hoop has been ground and welded. Fortunately, unlike fitting a LS9, the chassis didn't need to be modified. Instead it was a fairly straightforward modification to the cage as can be seen below. You will also note that throttle body was relocated from its stock location.
A filter box will be built such that it can get cold air from the passenger-side rear duct. It's going to be a challenge to get the fuel filler tube routed around the induction tube and the frame.
There is a left and right intercooler. The outlets are really nice CNC machined billet parts. However they came with barb fittings and rubber hoses. Fortunately they are M18 x 1.5 ORBs. I decided to use -8 hose and "Y" them into a single
The heat exchanger that came with the engine was 22" x 15" overall and 19.5" x 14.5" x 0.65" for the just the fins. There were 39 rows of fins. The plan is to mount two heat exchangers similar the twin-turbo car shown below which has two 19” x 9-14” x 3-1/4” ones plumbed in series. I will make several modifications:
The space between the heat exchanger and radiator support will be filled with the tube frame that’s being fabricated.
The top radiator support will attach to the tub frame
I may 3D a brake duct opening under the heat exchanger
The brake duct in the nose will be enlraged
I have to decided between plumbing them in series or parallel. Series has 2x flow through each, but the second radiator will have a lower delta T after the first radiator has done its job. Parallel results in the 1/2 flow to each, but the they will have the same delta T as the first radiator plumbed in series.
I will likely have C&R make custom radiators.
LS series FDFI supercharger kit
LS/LT4 swap 21.6” x 13.4” Denzo core
M<ustang 24” x 10” Denzo core
Denzo core 27mm (1.1”)
Other core 42mm (1.7”)
1 week design 3 week manafacture (coryg)
The plan is to put a custom reservoir in the nose. That keeps the weight up front and lower than it would be if mounted in the tail. In addition, it won’t get heat soaked like it would in the engine compartment assuming that I have a nostril vent to guide radiator out of the nose.
The location of the reservoir is critical to the performance of the system, there are several things in designing a reservoir that must be taken into consideration.
The fluid should gravity feed your intercooler pump i.e. placing head pressure on to the pump, this keeps the pump constantly primed with fluid.
The inlet/outlets should be far enough apart so that the entire volume of fluid in the reservoir is used and the fluid isn’t doing a 180 degree turn on itself and not using the entire volume.
The return inlet should be as high as possible and returning the fluid into an empty void creating a depressurized area so the pump doesn’t have to work as hard, pushing into a pressurized tank will be harder on the pump and reduce the flow rate.
Harrop doesn't provide generic instructions. Instead the instructions I was sent are for and isntallation into a Holden VE Commodore
and G8 Pontiac. Better than nothing, but not overly useful. Here are some extracts:
Fill the intercooler system with coolant and thoroughly purge the circuit of air.
A corrosion inhibitor should be added to ensure longevity of the system. We recommend any product conforming to GM6277M: organic anti-freeze, anti-boil.
Do not run the intercooler pump dry, as it will fail and void its warranty.
It is often easiest to connect a small electrical jumper lead from the battery to the input side of the pump fuse to facilitate priming the pump and purging the air.
Be sure that the system is not exposed to greater than 70kPa (10 psi) as the system has been designed to operate at atmospheric pressures.
It is imperative that the intercooler pump is primed and the radiator is free from air pockets.
One method that has been successful is to fill the system via the return line (the Ø¾” hose that attaches to the base of the intercooler coolant reservoir) until the coolant has passed through the entire system and into the reservoir.
As the system fills, release the air from the radiator via the bleed nipple at the radiator top.
Operate the intercooler pump for several minutes, ensuring there are no leaks and that the air is purging from the system via the coolant reservoir.
A strong flow from the two inlet pipes into the coolant reservoir should be visible.
The coolant level should be approximately 50mm from the cap sealing face of the reservoir.
The level will need to be monitored and replenished during the first few weeks of operation, as some air will continue to be purged from the system.
According to the LS Instructions "Ensure the MAF Sensor is mounted in the middle of a minimum 6 inch length of 4 inch diameter tube, and is a minimum of 10 inches from the throttle body."