Sorry that I don't know -- Brian may be the best person to answer that or even give Harrop a call directly. The Wegner drive setup should work with it and it comes in black but again I am not 100% sure.

ug my chevy dealer I bought the 6 bolt crank LSX from says the 8 bolt LSX
IS BACK ORDERED and don't know when it will be available and to top that off they want a 900 buck restocking fee

so I am stuck either send back and lose 900 bucks and buy from pace who has it or just use it ?????

The supercharger has a shaft, and to fit a variety of subframes. So basically, it based on one supercharger case with a specified shaft distance. Michael Hewitt told me about this when I placed the order. I have fire wall smoothed, with a plate welded on. I have 16 gauge sheetmetal welded on the firewall. Actually, it would have fit fine with Wegner's rear pulley setup, but I upgraded to the rear cog pulley setup from Harrop. The only reason that I had to modified firewall was because of Harrop's cog pulley was designed flush. See the allen bolts on the attached pulley. I couldn't even modify a allen wrench to get into the spot. While Casey Wegner's pulley alley's you to get to the allen bolt.

Although, recessing that firewall a little is a good idea. I have attached the photo of the Harrop rear cog pulley, it is the top pulley that is the problem.


Jeff

Raj,

I talked to Brian, and currently you are the only one that had a leaky seal. I am replacing the seal, but it is more of headache to find out later. I am glad that you posted the thread about it. GM and all companies are making engineering changes to improve their products. Traditionally, companies charge to replace a defective product. I had to argue with GM for 2 weeks on my 2000 Silverado over a transmission that failed to get replaced. The best that GM could do is make me pay half of the cost of the transmission, but it came with warranty.

Ron, I didn't mention Magnacharger, as a supercharger alternative. Magnacharger was sold to another company in 2010. Currently, Magnacharger is down to 20 employees and they are having management problems. Here is my thread on LS1-Tech.com, http://ls1tech.com/forums/forced-ind...ercharger.html If you read post 15, Magnacharger's only interest was in new cars. I wouldn't recommend them as a company.

As for the new supercharger design from Harrop. I like to see the back of the supercharger, but it looks more cosmetic changes in the casing design. Really hard to tell from the videos. Most of the changes that I can see from the video and Harrop's site appears to be focused on the front of the supercharger.

Jeff

Definitely better to have it changed now to be safe, it sucks to have it done after it's all put together. When I spoke to the guys at Harrop they acknowledged that the leaky rear seal was a problem and that is why they went to a different seal from what was originally sent in our units. I only came to know of the problem when I googled it -- there were more than a few occurrences in Australia but I was also told that it was only a problem for blowers that sat around for a long period of time.

Raj,

The photos that Harrop shows of the HTV2300 FDFI is actually the HTV1900 FDFI, because here is the brochure http://www.harrop.com.au/pdf/HARROP_...PERCHARGER.pdf
It will still be tight, but you would only save the rear pulley setup. The design is similar to the LS9 supercharger, which uses gears in the back. There is photo of the front of the HTV2300 FDFI on facebook, but no back photo. The other problem is Casey making a pulley setup for the DSE subframe and the Harrop. I was told by the engine builder, that they had a 69 Camaro with DSE subframe in Detroit to mock up the harrop, so to check for fit with the Harrop in 2008.


Jeff

I'm just going to take this LSX over to KIM BARR and STROKE IT and add the oil squirters. I need to get back into a first gen. tired of my Mopar:cheers:

A few questions guys...
 

This thread is very informative guys...thanks. I'm considering going forced induction myself. Can someone answer these questions or elaborate on them for me?

1) Approx how much does the Harrop unit cost?
2) What about Kenne Bell superchargers?
3) What about the upkeep/maintenance/reliability on superchargers?
4) I live in TX where it get 100+ degrees in the summer? How will this affect my summer driving?

1) I bought mine direct from Harrop, but the cost can be variable since Harrop is made in Australia. There is an exchange rate that is involved, when you buy a product from overseas. The rate changes daily, so when I bought mine when the exchange rate was lower. Now exchange rate is higher. xe.com has the conversion rates. If you buy via credit card, then the quote will increase 3%. I did a bank to bank transfer, which saved me more money.

Also, you are not buying their kit. There is not kit for 67-69 Camaro, so you have to buy their Generic kit or "Hot Rod" version. You will need to specify on the brand of subframe, car, engine, different cylinder heads, which side the air box assembly is going to be on the car. Perhaps you want polished etc.

Currently Harrop has the Rear Drive version and FDFI version

Rear cog was an extra cost item. You just get a quote, but it changed daily for me.

Harrop prices their products in Australian Dollar so you need to do the conversion from XE.com to get the US Dollar.

You can buy retail from Thomson Automotive as well. Of course, he run through these options for you as well.

2) Kenne Bell could be an option, but their intake design is odd. I am not sure if there is accessory drive setup for 67-69 Camaro with DSE subframe.

3) Harrop and Magnacharger is based off the LS9 supercharger rotors. So this a proven design. Drive system self-contained synthetic oil lubrication system for no maintenance.

4) If you live in Texas, then you need to have a custom built radiator with intercooler heat exchanger designed for your application. I suggest you contact an expert to answer your questions. The best expert in the field is Gerhard Schruf of Bell Intercoolers. He gave me lot of good advice, so that is the first person that I would contact. Gerhard expertise is designing the intercooler system for the supercharger. Gerhard advised me with a different intercooler pump, which I haven't seen in a build to date. This pump flows more than the bosch intercooler pump. I contacted several companies to develop the cooling system, but Jim at AutoRad was the only company that could develop the entire system. Gets complicated, when you need transmission cooler, radiator, a/c condenser, intercooler heat exchanger, etc. Jim didn't recommend oil cooler via the radiator, but external cooler with a fan.

Packaging the system is the hardest part, because it varies on your application. Gerhard talked about putting the biggest intercooler heat exchanger behind the grill. Now you have to fit that into your core support, which limits you by design if you use the stock core support. Another option is develop a custom core support. Another cool build is this project from DSE. http://www.detroitspeed.com/projects...pi69-pg-1.html The photo is on page 6, but I think this might be the best design to date. The owner lives in Jacksonville, FL. I lived there for 4 years and temperature would be in high 90F, but the problem was the humidity. Ohio can get up to 100F during July and August as well. Never been to Texas. The design of the intercooler gives him the maximum airflow to the intercooler. Stielow uses the stock core support with thicker radiator. I went with the Autorad design by using a wider radiator. So, that is the 3 options that I know of cooling the intercooler heat exchanger.


Jeff

That was all really good info Jeff:thankyou:

But what about all different TVS2300 based superchargers internal coolers? Wich of them is most efficient?