Project 3.4 Camaro

First question is this, is having a CAI intake redundant if you have an intercooler? If it is then I will be trying to get the air filter up near the back top of the engine bay to get some air from the cowl, if its not redundant then I will want to route plumbing over to the factory snorkel intake.

2nd question is about cams, is a boost cam a boost cam, ie. what works for a turboed car works for a supercharged one cam wise? Or would you want an N/A or supercharger specific cam(if there is such a thing?) Pretty sure boost cam is boost cam, but just want to be sure on that.

Last but not least, basic math suggests that an N/A 3.4l can reliably make 310 hp(based on the 1.5hp per cubic inch theory). If it all possible I would like to get there before boosting as it will give me a lot more headroom than boosting at what I estimate it to be at currently, which is 200.

I have already done a fair amount of mods, and plan to hybrid, but even then I anticipate it will be at 250 hp and 300 torque, I need to get it up to 281 hp pre SC to be able to reach my final goals, but at the same time I have to do it with boost friendly mods.
I am pretty sure the answer is yes, but would ITBs(individual throttle bodies/plenumless intake) see no benefit with boost. Only things that come to mind to squeeze out more power that I know will work won't be cheap, which is an aluminum set of pullies, titanium conrods, electric water pump.

Last but not least question about dry sump-can a non dry sump engine be converted or is it something that can't be done due to engine design? I mean, I am sure an external pump could be hooked up, but idk if certain areas would be starved of oil due to it being designed as sump system.

bl85c

iTrader: (2)

Cool air is always a good idea, but a CAI doesn't do the same thing as an intercooler and vice versa. A well designed turbo cam will have more exhaust and a couple other tricks a sc cam won't, either will have a wider LSA to prevent pressure loss due to overlap. You probably won't find a dedicated turbo cam unless you have a custom grind done though. I'm at 210hp at 5800ft (~270hp at sealevel) with a modest 9.35 c/r so I don't think you'll have a problem reaching your goal n/a doing a hybrid without titanium rods, ITB's or any of the other uuber expensive stuff you seem to think you'll need. 3500 heads/induction are the best way to go. You could turn it into a dry sump if you want, but it's not really neccecary and more work than it's worth unless you plan on doing serious roadracing. If you have good oil control using stuff like a windage tray and dewebbing the block you're fine.

mars061

I have a Rotrex C30-94 blower, intercooled on a mildly cammed 3400V6.

cam is 210/214 @ .050 lift on a 110 LSA .506" lift

it makes about 450HP @ 12 PSI all day long, dead reliable.

Cold air isn't as important with an intercooler.

Dry sump not required.

Don't bother with ITB's either.

Project 3.4 Camaro

Neither of you really answered the CAI....if it gives even a little benefit with an intercooler I will keep the factory CAI setup and the $70 K&N filters, if it gives no benefit I will come up with something to take advantage of the surplus of air at the cowl. And bl85c, if you're only at 210 I'm not sure I see mine making 281, your setup would only make about 250 where I'm at, never realized elevation had such a profound impact on power output, probably explains why a lot of cars dyno lower than their factory stated power outputs.
And mars, I'm aiming for somewhat higher power levels...my ultimate goal is twincharged to 20 psi. I'm going to shoot for 600-700 at the crank in its final trim, going to take some years though, for now I will be happy to get it to 6psi with 1 sc.

Project 3.4 Camaro

Which reminds me, how do you calculate pulley size to get a specific amount of boost? Or if anyone knows how much boost a tbird m90 will make with stock pulley at 5k, 6k, or 7k rpms that would help somewhat..stock valvetrain limits me to about 6k atm, but eventually going to build for a 7k redline, would like to go higher but our lifter valley's don't take kindly to that...and the conrods would need replaced.

bl85c

iTrader: (2)

Re read what mars said.

I'm using early '769 heads which aren't the best 3x00 heads out there. I'm probably missing out on another 20hp or so vs 3500 heads. But the exhaust side on theses heads is great, which is why they were my first choice for turbocharging although I'm definately reconsidering that now.

Project 3.4 Camaro

Not as important doesn't say it isn't or isn't beneficial...I guess if I read between the lines, it IMPLIES that it does help slightly, but I don't like to assume things. And I thought you had 3500 heads?

Project 3.4 Camaro

And I've actually wondered how easy it would be to retrofit heads from another make, 3.5l is a really popular displacement for v6s, I wouldn't be surprised of one of the other engines has a better head design, like the 350z engine maybe. But I'm sure itwould be next to impossible unless the designs were extremely close..

Gumby

what about the computer side?

Project 3.4 Camaro

Had actually forgotten about that sort of, can probably find 10-20hp by tuning it, which I will have to do anyways to run #36 lb injectors, which will last me till I have a hybrid at 10 psi...And I will have to convert to run on e85 for twincharging, its going to be terribad on mileage when and if I ever get it that far,lol.

Gumby

lots of good stuff floating around as of late on that, more simple, Ortric 2.0 with a G1 adapter cable n the $59 code

bl85c

iTrader: (2)

You don't need a dry sump. It's not going to help you unless you plan on serious track racing. Mangling nissan heads on there is pointless when 3500 heads are already out there dirt cheap. I can't imagine what a pain trying to make ohc heads work on a pushrod block would be. I'm sure you've already looked at the '165 ecm swap. Code 59 would be nice as well if you're a patient tuner. Either can support what you're looking to build.

Project 3.4 Camaro

I already know that I'm going to go with MS for an ecm, though I've pondered if its possible to ommit it and just run an FMU and spark controller? any of you know the answer to that? And retrofitting another set of heads was just an idea, certainly not something I would attempt, the hybrid swap will be hard enough..Pretty sure I will boost it to 6 psi then hybrid it, drop in some forged pistons with new rings at the same time, have the blocked bored and honed, and through some new mains and rod bearings at it, my bottom end had 160k on it when I got it, still does since the car only ran for 2 weeks....not much I can do with it atm due to crappy PA winter and lack of a garage, Once I get it running again I will have to get it down to my grandma's house to finish fixing it up(she has a bigass 2 car garage)
Eventually I plan to do autocross with the car, but thats a long way off, atm I am trying to get it back on the road, finish fixing it up, and modding it bit by bit, and at some point I plan to get an s10, I could use a truck for parts hauling and something to drive in the winter.

Project 3.4 Camaro

Oh and I do need to figure out how to wire up the 3.4s DIS system if any of you know anything about that, being its a 3.4 it already has the parts, I just don't know how to tie them in with the existing 2.8 harness and ECM, or if the stock ECM can run DIS, I've heard it can and I've heard it can't, the people who argue it can say that both ICMs rely on the same signal so the ECM doesn't know the difference or something like that. If it can I just need to know what wire goes where, I already pulled the ICM wires out of the 3.4 harness, and since I converted over to the serpentine belt system I already have a bracket for the ICM and coils(PS pump has the bracket for them)

bl85c

iTrader: (2)

You need to reprogram the ecm to use DIS so if you can burn a chip for your stock ecm you can run dis, otherwise I have several pre calibrated bins ready for DIS in the '165 swap thread. PM sent.

Maverick H1L

iTrader: (8)

Let's say this: The 1227730, used in the 90-92 V6, was used in both FWD AND RWD cars (I have one from the 91 Bird harness donor and another from a Corsica), one having a distributor and the other having DIS, same for the 1227727, which was in the Vette and W-bodies such as the Lumina. As I told you in your PM, the wiring is the same with the exception of the 7x and 24x sensors (which is what you're looking for). It depends on the calibration for the spark offset whether the vehicle uses DIS or distributor ignition.

Six_Shooter

iTrader: (2)

the '7730/'7749/'7727 were never used with the 24x crank sensor. The 24x crank sensor was introduced with OBD 1.5 on the SFI 660 engines. The 24x crank sensor is also not ignition related perse, but injection related.

In addition, the 7x crank sensor does not connect to the ECM, but to the ICM (Ignition Control Module). There is communication between the ICM and ECM to relay RPM and timing information.