Dyno days can be a blast, especially when we're pushing the limits of engines simply to see how much power can be gained from various combinations. Albeit, those days aren't always easy; no matter how far ahead you plan you just never really know what to expect. Basic tests, like swapping manifolds and camshafts, tend to go well, but when you're firing up a fresh motor, mounting a supercharger, and trying to further the test with a cam swap, it becomes a lot more complicated--well, usually.
To say that this test went unusually well would be a complete understatement, and because we have to give props where they're due, Vortech Engineering's Bob Endress was the shining star this month. He selflessly took the time out of his busy schedule to set up the entire assembly, and he even camped out in the dyno cell with us during the three-day thrash session. This meant getting the GM Performance Parts ZZ383 ready to rock on the dyno, setting up the GMPP serpentine belt system, tapping the oil return line into the pan, and mocking up the Gen II supercharger kit. Endress will tell you it didn't take long, but it sure helped to facilitate our testing.
To tell you the truth, it was almost unnerving wondering when something was going to go wrong. Instead, from the onset we made power, and then more power, and even more power on top of that. While we'd even go as far as to say that we put together the ultimate crate-engine package, in all reality, we just had perfectly matched components that obviously worked well together. Utilizing a complete a GMPP ZZ383, a GMPP single-plane manifold, a Demon carburetor, and a complete Vortech Engineering Gen II blow-through supercharger system we had a serious powerhouse generating over 600 hp. At one point we were pleased to leave the testing at 692 hp--nah, we couldn't do that. A quick change of the pulleys and everything above that was pure gravy. We obviously won't give away all the sordid details here, so read on for the blow-by-blow results.
QUICK NOTES
The Test
Dyno a GM Performance Parts ZZ383 crate engine and subject it to a complete Vortech Gen II blow-through supercharger system. We even swap in a blower-specific camshaft and watch the numbers climb.
Combo
GMPP ZZ383, serpentine-drive assembly, and single-plane aluminum intake manifold, Comp Cams bumpstick, MSD distributor, Demon 750-cfm carburetor
Price (APPROX)
$10,600
Video W/Vortech Gen II System
Windows | QuicktimeVideo W/Vortech Gen II System and Comp Cams Blower-Specific Camshaft
Windows | Quicktime
There's no need to spend extra money on rockers, as the ZZ383 crate motor even includes a complete set of 1.5:1 aluminum roller rockers. | 
The ZZ383 came with a stout camshaft that worked well in both naturally aspirated and supercharged configurations; however, if the funds permit, an extra $246 for a Comp Cams blower grind is money well spent. We saw a gain of 11 hp on the motor alone, while comparing the 6-inch crank and 3.33-inch blower pulley setup showed an increase of 32 hp and 9 lb-ft. | 
Manifold of choice was GMPP's single-plane aluminum manifold. What's nice is that the ZZ383 comes with a dual-bolt pattern, giving you the choice to use this Vortec design intake or other conventional pieces from any number of aftermarket manufacturers. |
It's so easy to gain power with a centrifugal supercharger that it's almost wrong. The Gen II system includes a 3.33-inch blower pulley, which can be changed in a matter of minutes, if not seconds. For our testing purposes we also ordered 3.12- and 2.95-inch blower pulleys (PN 2A031-312 and 2A031-295) and an optional 7.8-inch crank pulley (PN 4MA018-061). | 
Vortech offers a complete fuel-line assembly kit that bolts right in. We used a 750-cfm Mighty Demon carburetor, which required kit PN 8M110-030. | 
Making the big power came from swapping out the stock 6-inch crank pulley included in the system for the larger 7.8-inch piece. |