1967 Chevy Camaro - Spin Cycles

383 Stroker Specs

Get The Right Mix
"To fine-tune a supercharged setup, there's no way around an air/fuel meter," declares Whalley. Of course, this ratio is critical in any performance application, but it's even more so when you've got a supercharger stuffing loads air into an engine. "You want to run it richer to make sure all the air is burned," Whalley explains. The extra fuel also helps cool the air, which makes for an even denser charge and more power. So what mix should you be looking for? According to our instructors at Vortech, air/fuel ratios in one of its carbureted small-block applications should run somewhere around 10.7:1 to 11.5:1. The higher number (leaner mixture) should yield the most power; going a bit richer, as we did here, leaves a safety margin.

Of course, achieving the correct air/fuel ratio usually means a jet change, but it also means you have to be getting enough fuel to the carburetor. Surprisingly, though, many who create supercharged combos overlook this basic. Having a proper fuel system is key yet often overlooked. The rule of thumb here is that you need a pound of fuel pressure for every pound of boost, and put bluntly, a stock or "entry level" fuel system, as Endress calls it, isn't going to be up to the task. If you're gonna take the time and spend the money to create a supercharged engine, it only makes sense to lay a strong foundation for your project. The particulars of this project are addressed in the sidebar.

Keeping It Fueled
"The critical thing with this, or any boosted application," Vortech's Bob Endress says, "is ensuring adequate fuel supply." It would seem self-evident, but this, he tells us, "is where a lot of guys get lost." Fuel pump selection is critical, but Endress says there's often a more basic problem: the vehicle's fuel lines. "A system's only gonna flow as much as the smallest orifice," he tells us. It's a good idea to go through a vehicle's entire fuel system, checking the condition of all the hard lines and hoses, but Endress does identify a specific flow-limiting culprit: the Camaro's stock fuel sending unit. The solution, as followed by our test subject's owner, is to modify the stock piece, replacing the factory 31/48-inch tubing with much bigger 11/42-inch pipe. Working with a spare sending unit, Shane Ganzel bent the new tubing to match the original's bends, then welded the unit's components into their proper locations. It takes a bit of effort, but it works.