2010 Chevy Camaro Supercharger Install - Fifth-Gen Sprinter

Before the E-Force Supercharger could be installed, the factory O-ring seals from the intake and throttle body had to be transferred to the molded grooves of the supercharger. Then, the EVAP hose (supplied) connected to the fitting directly below the supercharger hub snout. The driver-side PCV hose was then connected to the fitting on the driver side of the air inlet. At the rear of the supercharger, we also connected the TMAP harness to the TMAP sensor.

Cleared of any tools or equipment, we removed the tape covering the ports and slid the new E-Force Supercharger into place. Following the instructions, we routed the supplied EVAP hose attached to the manifold to the outboard fitting of the EVAP solenoid by routing it behind the idler pulley bracket.

Using a 10mm socket, we installed each of the M6x45mm intake bolts. They must be torqued in sequence (specified by Edelbrock instructions) to 89 in-lb. It’s critical to not over torque these bolts as it may warp the seal and cause the unit to leak.

We placed an O-ring onto each fuel rail fitting. We used a 13/16-inch wrench to install the plug in the rear of the driver-side rail. A 3/4-inch wrench was used to install the crossover fittings in both rails as well as the inlet fitting at the rear of the passenger-side rail. Before installing the fuel injectors, we applied O-ring lube to the upper seals of the supplied fuel injectors and then installed them into each rail so that the electrical connectors were orientated toward the rounded side of the rails.

We installed the supplied fuel line between the passenger-side fender fitting and the passenger-side fuel rail fitting. We then clipped the fuel rail crossover line onto the driver-side fuel rail fitting. We tightened the supplied M6x12mm bolts with a 5mm Allen wrench.

The driver-side intercooler hose between the manifold and the reservoir is then installed. We secured that reservoir fitting with the supplied hose clamp.

Once the coil packs were reinstalled, we could move on and install the throttle body, using the four original bolts to the supercharger air inlet flange. Then we routed the TMAP wiring harness below the supercharger hub snout toward the driver side, using care to secure it well away from the serpentine belt.

Next, we connected the stock MAP and MAF sensor wiring harness connectors into the supplied TMAP wiring harness. Then we connected the TMAP harness to the MAF sensor.

Before the engine could be fired up, the battery was reconnected and all the fluids were topped off, including filling the intercooler reservoir with a 50/50 blend of water and coolant. To ensure we had the latest calibration update for our supercharger, we visited Edelbrock’s website to confirm the Tune Version, then we were ready to begin programming. We used the handheld programmer to guide us through each step until the tune was set. CHP