Okay. A few weeks back my friend and I pulled the 3.1 outta my camaro ( it was originally just a parts car for my other camaro ). Anyway, this isn't my daily driver...yet. So I, at the time, had thought about putting a 350 tpi in there...but after much thought...decided it wasn't worth the hassel. I tried reading the v6 FAQ but couldnt find anything useful because its not complete. So here are some of my questions, and I'm looking for multiple answers.

A) Completely N/A
1) What parts are needed? [ ie - fuel, spark, ect ]
B) Completely FI ( Turbo )
1) What is the best turbocharger for a 3.1L?
2) What parts are needed? [ ie - fuel, spark, ect ]
C) Completely FI ( Supercharger )
1) What supercharger is best?
2) What parts are needed? [ ie - fuel, spark, ect ]
D) Mixed N/A and FI ( Nitrous Oxide )
1) Will it work right?
2) What parts are needed? [ ie - fuel, spark, ect ]
3) What is the best amount to spray with said parts?


A) Research - Best parts for getting traction
B) Setups for handling corners agressively with maxium power
C) Weight - Sprung and Unsprung

A) Research - Automatic or 6-speed
1a) Choose upon application [ ie - drift, track, road ]


A) Research - Upgrades and block work/head work
B) Research - Cams [ ie - for FI, High Rev N/A, NO2, Supercharger ]

A) Prom
B) Engine Management

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I know thats alot...but! your information is going to help me decide which application to go for...and how to go about it. Not looking for super high HP and Torque #'s ( maybe in the 300's for both ). But yeah...HELP HELP HELP INFO PEOPLE.

* Side note - For those who are already going to tell me to buy " maxium boost " and the Supercharger equivalant...I'm already looking into it...but I wanted to get the info from experience v6 tuners who have done similar stuff already. *

 

the only turbo we have is from doward, contact him in regards to that info

get yourself a 3.4 block its a direct swap, and will produce more power in stock form them a mild modded 3.1

 

Well that was about as little help as could be offered...

 

No offense, but nobody else has tried it

There is no 'best' turbo, or supercharger, or nitrous setup.

What are your goals, and then we can better help you.

I will say this, for MAX power n/a, get a 3.4L, and start from there. There is no replacement for displacement.

Except forced induction

Goals?

 

your traction and suspension goals can be found easily with a search, there is a member 'agood2.8' or 'rtfc' or dean who has a performance and handeling v6 tricked car. just do a search and you will get much results

traction = posi unit and wide tires
handeling = big sway bars, wonderbar, stiff springs shocks struts

 

rsmracing.com has a supercharger kit for the 3.4 on a 4th gen, im sure you could modify that to a thirdgen engine bay with little or no effort. thats with a vortech 1000 centrifugal supercharger.

on www.60degreev6.com there is a roots kit for a carbuerated engine, can be modified to mpfi for an extra $1500 or so(requires a custom intake manifold and such).
Doward has the only marketed turbo setup, you can do a search for "turbo" under doward's name and you'll find all that info.

they have nitrous kits for our engines, i have not looked into them at all because nitrous is very limited outside of drag racing applications, and drag racing is just about the last type of racing on my list for a 60*v6. drag racing with a v6 is pointless to me.

for a n/a setup to make good power you will need different pistons and a pretty radical cam setup. absolutely mandatory would be a custom intake, i would suggest doing the research yourself and designing one specifically for your application. while any improvement over stock is a big improvement, if you want serious hp n/a you will need to be serious about volumetric efficiency, and that takes careful planning. stock bottom ends on these engines are rated to 7k no problem, but i would reccomend upgrading anyway, because you may want to make your power up there. a lighter forged bottom end with a different rod ratio and compression rate is important. you will also need better heads. options include fwd aluminum heads and ported stock irons. fwd heads will necessitae a custom intake, but that shouldn't be a question here anyway. as long as you are changing the bottom end and intake, you might as well go with the greater stock potential of the fwd aluminum heads. not sure the stock numbers on those, but you may want to port those a little more even for 300 hp.


one thing you should look into is aerodynamics. im in the process of acquiring tools that will enable me to do a lot of research in computational fluid dynamics(CFD), im currently waiting on larger bandwidth, ive got about 16 gb of stuff to download(all legal too). with these i plan on finding good designs to lower drag and increase downforce all around the car, both simply(ie stuff that anyone can do themselves) and more intensely. downforce helps a lot for cornering at speed, and aerodynamics is the most effective way to get the more out of what hp you have(especially at higher speeds). since we are pretty limited on hp, this is a good way to get the most bang out of our v6's.

a good set of stiff lowering springs and adjustable shocks along with some nice stires will do wonders for handling, along with appropriatly sized sway bars, subframe connectors, adjustable wonder and panhard bars, and properly aligned steering.

for anything other than drag racing i would go with a manual transmission. you will have a few issues with bolting a t56 to our engines, but its nothing that cant be done. if you are going for higher rpm power though, the usefullness of the second overdrive is limited, because it will put cruising rpm way below your powerband, which wont really help mpg at all. im not saying dont go for it, by all means do. it just wont be as useful.

custom tuning will be an absolute must. i would reccomend when you have the whole engine setup(whatever it ends up being) getting a dyno session and tuning it that way. a lot of missing hp can be found by findin the optimum settings for your engine.

another must is a bigger exhaust system. headers and a full mandrel bent system. you can stick with aftermarket(pacesetter headers/y and a flowmaster/dynomax/whatever else catback), or go custom. dean has some good ideas on custom exhausts, gumby has done some ghetto-rig glasspack setup, and there is a wealth of information on the ol' interweb. i would reccomend going custom and putting in some time designing a setup that will maximize your ground clearance(allowing for maximum lowering).

there is a myriad of possibilities out there, and although they may be harder to find/pull off because the aftermarket is limited, but that just makes it all the more interesting.

 

Thank you! That was what I was looking for. Now, I have a decent place to start...since I know what is restrictive ( intake ) and if I were to go N/A what to do and where to start ( 3.4 and of course..forged )

As for the heads...does anyone know if we have aftermaket valve springs available to us...?