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Vortech Supercharger Information, Instructions, CARB EO

4.6K views 83 replies 9 participants last post by  AnnDee4444  
#1 · (Edited)
Attached are two sets of instructions for the Vortech supercharger that was available for a 1996-2003 4.3 S-10/Sonoma/Jimmy/Blazer (published 1999 & 2001/2003)

Specifications:
  • Adds 73 HP (for a claimed total of 243 HP, so they're using 170 HP as stock) & 64 lb.ft. of torque
  • Weight 66.00 pounds
  • V-2 SQ S-Trim supercharger, 8 PSIG
    • Fits engines up to 680 horsepower
    • Maximum airflow: 1,000 CFM
    • Maximum boost pressure: 20 PSI
    • Absolute maximum impeller speed: 50,000 RPM
    • Adiabatic efficiency: 72%
    • "Super Quiet" design
    • 8.75" Wide, 9.44" Tall, 5.52" Deep (not including input shaft)

Kits (2006 prices)
  • $4,085.95 P/N 4GD218-050SQ Satin (full kit)
  • $4,303.95 P/N 4GD218-058SQ Polished (full kit)
  • P/N 3GD218-050 Satin Base Kit (no supercharger or electronics)
  • P/N 3GD218-058 Polished Base Kit (no supercharger or electronics)

California CARB EO numbers (can be looked up here):
  • D-213-16 or D-213-17 (1996-1998)
  • D-213-19 (1999-2003)
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#2 · (Edited)
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#3 ·
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#4 · (Edited)
Serpentine belt diagram compared to stock. Interesting how the alternator & power steering end up with more belt wrap. I had to relocate my idler pulley for more belt wrap when using a larger alternator with underdrive pulleys.


Vortech:
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Stock:

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#5 ·
Serpentine belt diagram compared to stock. Interesting how the alternator & power steering end up with more belt wrap. I had to relocate my idler pulley for more belt wrap when using a larger alternator with underdrive pulleys.


Vortech:
View attachment 396208



Stock:

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From the diagrams, it appears that the PS pump pulley has more belt wrap in the stock belt routing than the Vortech routing, or am I missing something?
 
#7 ·
From what I've read, one lb/min of mass flow roughly equates to 10 horsepower. At 8 PSI of boost (1.54 bar) and Vortech's claimed 243 HP, I think the supercharger is way outside of it's efficiency island (blue dot shown below). Hopefully this is the correct map.

However per the instructions, the supercharger pulley is 3.125" in diameter. I'll have to find my OEM crank pulley to confirm, but from what I can find online it should be around 8" diameter. This means a 2.56x increase from the pulleys, and 3.61x increase from the supercharger's internal gearing, for a supercharger speed of 9.24x over engine RPM. This means at 5,600 engine RPM the supercharger would be spinning 51,723 RPM... above it's maximum 50,000 RPM. Something is wrong in these calculations.

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#9 ·
No, not mine. I've only purchased the top hat on eBay and don't own any other parts. If I can get ahold of a supercharger with CARB D-213-19 stamped into it, I'll be attempting to complete my version of the kit.

If anyone has any other parts from this kit they would like to sell, I'd be interested in purchasing.
 
#10 ·
I wouldn't worry about spinning that headunit slightly over the stated max speed. It has oil-fed bearings to control heat buildup and it's only going to see that RPM for an instant between shifts. It was Powerdynes and Wynjammers that were problematic in that respect.

IIRC, most were seeing in the 225 rwhp range with this kit, which would be quite a bit more than 243 crank hp. It all came down to fuel though - it was supported by an FMU, which was sketchy. With a decent exhaust, an intercooler or methanol, and the proper injector spiders available now, it should be pretty straightforward to get high 200's rwhp through an automatic.
 
#11 ·
I wouldn't worry about spinning that headunit slightly over the stated max speed. It has oil-fed bearings to control heat buildup and it's only going to see that RPM for an instant between shifts. It was Powerdynes and Wynjammers that were problematic in that respect.

IIRC, most were seeing in the 225 rwhp range with this kit, which would be quite a bit more than 243 crank hp. It all came down to fuel though - it was supported by an FMU, which was sketchy. With a decent exhaust, an intercooler or methanol, and the proper injector spiders available now, it should be pretty straightforward to get high 200's rwhp through an automatic.
If I am able to acquire enough of a "kit" to attempt an install, I definitely won't be using the FMU or ignition controller box. I've been considering a marine intake, as the cost for the AUS injector spider seems pretty high for something that could still be potentially limiting in the future (like 300+ HP on E85). However my biggest issue is that this everything must appear CARB legal... and the AUS injectors definitely look stock (so does the marine intake, but there's a slight chance it could get noticed by a referee familiar with 4.3s).

Also another CARB issue is the numbers stamped into the nameplate on the supercharger. I might be able to find the correct supercharger from another kit, but it has to be D-213-19 exactly (so from a LS1/6 C5, F-body, or up to 03 truck). Or it looks like you can get a new supercharger with the CARB EO blank... and stamp your own. If I do this it will be with a V-3 so I don't have to tap the oil pan. All it has to do is look like I have a Vortech kit. I think the CARB EO # and throttle body top hat should be enough to convince any smog tech.

Mounting the supercharger is another issue. Finding the correct Vortech bracket is probably not a realistic possibility, but I did find one that mounts in the same location as Vortech's. I have no idea if it's the exact location, so it will likely require modifications. There are other Vortech small-block Chevy mounts for the driver's side, but I'm not sure I want to start moving the A/C & power steering pump. I wonder if there's enough room to mount reversed and in front of the engine if I go with electric fans...
 
#12 ·
You can get AUS injector spiders the flow more than 36 lb/h. I was aiming for 42 lb/h to support ~300 rwhp when I was assembling my turbo build, but they offered them even larger than that.

I think the later model Vortec SBC bracket should be the same as the S10 bracket. This was discussed a lot back in the day, but I'm not sure if anyone ever confirmed it.
 
#13 · (Edited)
I think the later model Vortec SBC bracket should be the same as the S10 bracket. This was discussed a lot back in the day, but I'm not sure if anyone ever confirmed it.
Looks like that's kit 4GM218-050SQ for the 1996-2000 5.7. Per the installation manual both have the same Mounting Bracket (4GM011-021) and mounting plate (4GM010-033). Hell yeah, you just doubled my chances of finding the Vortech bracket (y)

Edit: attached 5.7 manual
 

Attachments

#15 ·
Vortech V-1, V-2, V-3, (V-4, V-7?) dimensions for future reference. A rough CAD file based off of these dimensions is attached, but this forum will only allow specific file formats to be attached (delete the .pdf after download)
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#16 · (Edited)
The belt length appears to be 102" for the 4.3 and 112" for the 5.7. This coincides with the last three digits of the Vortech belt part numbers: 2A046-102 & 2A046-112.

The difference in lengths is from an additional idler pulley on the 5.7. I'll have to check if this will also work on the 4.3, but it looks like the mounting boss is present on the A/C bracket. Here are the diagrams from the installation instructions:

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The additional idler pulley is not present in the advertising photo, which makes me think it was added at a later date to correct power steering belt wrap. Also they really cheaped-out on re-using the OEM top hat for the 5.7

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#17 ·
The supercharger pulley on the 4.3 is 3.125" (2A036-312) and listed at 8 PSI, but the pulley on the 5.7 is 3.6" (2A036-361) and supposed to be 6-7 PSIG.
 
#20 ·
Looking at these numbers again, the 4.3's greater (per displacement) torque increase vs. the 5.7 makes sense with the smaller pulley & higher boost. But the lower HP increase makes me think the 4.3 really doesn't like to rev as easily as the 5.7 Vortec. The intake is the same design, and I would expect the same size throttle body to perform better on the smaller engine. The shitty stock exhaust manifolds should also be better with less displacement. But from what I can tell the 5.7 has dual exhaust...

ApplicationHP increaseTorque increaseHP increase / DisplacementTorque increase / Displacement
5.7 with Vortech @ 6-7 PSI1097519.113.2
4.3 with Vortech @ 8 PSI736417.014.9


FWIW: mine will be choked down by Magnaflow's CARB compliant Y-pipe (OMG it's gotten so expensive in the last couple years). Some photos here: https://www.s10forum.com/threads/magnaflow-y-pipe-12-years-later.855396/
 
#18 ·
Cool you found that so quickly! I ran a Powerdyne back in the day and always wished I'd held out for a Vortech or the coveted Mach Performance Procharger kit. There used to be a member here (98SS) running a Vortech on a built motor that made big power.
 
#19 ·
It was really a process of elimination to decide on Vortech. I need all visible modifications to have a CARB EO number in order to register my truck, and Vortech is the only company that had one for a 2003. Technically it needs to be the full kit, but I highly doubt that any smog tech will ever be able to determine what a full kit consists of, and if anything a good PCM tune will result in much less pollution than a FMU/ignition retard box anyway.

I've actually been wanting to LS swap for almost 20 years but finally realized to do it legally would mean choosing ONE engine (V8 Colorado), and I'd need to run a 100% stock PCM and therefore probably transmission too. All other LS based engines are not in the same "category" of vehicle (either cars or GVWR over 6,000 pounds). But since their database is missing all tune checksums before ~2008 my 2003 4.3 can have any tune I want, just has to pass the regular smog checks where they inspect CARB EO numbers, readiness monitors, and other visual stuff (not the sniff test though).

So 300 HP Colorado LH8 with 4L60 and all the legal complications of a motor swap? Or 4.3 with supercharger, cam, headers, tune, T56, etc.?
 
#21 · (Edited)
According to Google a 5.7 Vortec is 250-255 HP with 330-335 lb.ft. of torque. This puts a Vortech supercharged 5.7 Vortec at around 360 HP & 405 lb.ft of torque. And 6-7 PSI = 1.41-1.48 bar. Plotting that on the same compressor map as before, the 5.7 is pretty much at the compressor's peak efficiency. The 4.3 is from this post.

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#25 ·
i think i want to bring it to someone else to adjust it a bit.

they said i have enough fuelling left on the injectors. i'm thinking of a smaller pulley or intercooler somewhere.

this kit makes a difference but i think my transmission needs a overhaul to really see a difference. its slipping a bit or the torque converter is not good anymore.
 
#26 ·
i think i want to bring it to someone else to adjust it a bit.

they said i have enough fuelling left on the injectors. i'm thinking of a smaller pulley or intercooler somewhere.

this kit makes a difference but i think my transmission needs a overhaul to really see a difference. its slipping a bit or the torque converter is not good anymore.
Do you happen to have any unused parts from this kit? And would you be interested in selling the nameplate (if it has D-213-19)?

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#27 ·
232 rwhp is solid - nice truck. An intercooler will definitely help and they're pretty cheap and easy to piece together with Ebay piping kits. Water/methanol injection will help just as much and is easier to package. You can run more boost with a cooler intake charge and make far more power.

I just ran mine plumbed off the windshield washer fluid tank with winter washer fluid. That has about the right mix of water and MeOH. A boost referenced switch is fine for a basic application like this. I had mine triggered by the MAF because that's how the used kit I bought worked, but it was overly complicated.

As a bonus, the water/meth it will keep your combustions chambers perfectly clean - I had to pull my intake manifold to change the fuel pressure regulator once and it was spotless compared the normally aspirated engine I did.
 
#29 ·
232 rwhp is solid - nice truck. An intercooler will definitely help and they're pretty cheap and easy to piece together with Ebay piping kits. Water/methanol injection will help just as much and is easier to package. You can run more boost with a cooler intake charge and make far more power.

I just ran mine plumbed off the windshield washer fluid tank with winter washer fluid. That has about the right mix of water and MeOH. A boost referenced switch is fine for a basic application like this. I had mine triggered by the MAF because that's how the used kit I bought worked, but it was overly complicated.

As a bonus, the water/meth it will keep your combustions chambers perfectly clean - I had to pull my intake manifold to change the fuel pressure regulator once and it was spotless compared the normally aspirated engine I did.
Thanks Mule! interesting do you have a how to on you meth kit? i searched the site but everything i saw was to buy the snow kits.
 
#31 ·
I'll find some info on the meth kits and post it. Any boost referenced kit would work. I used a universal Snow Performance kit with a controller specifically designed to work with a GM frequency-based MAF. It was overly complicated for the application though. There used to be a brand called Devils Own that made cheaper kits a few s-series guys used too. I plumbed mine so it injected before the IAT sensor to properly match intake air temp to actual charge air temp. I'm not sure I'd plumb it into the intake hat like that.
 
#32 ·
#33 ·
You need the appropriate V6 intake manifold for a Whipple or any positive displacement blower. I had a custom manifold for an Eaton at one point but never found the time to put the rest together.
 
#34 ·
I wonder if something like this would restrict airflow more than you would gain from cooler intake temperatures. Obviously not the right shape for a 4.3


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#35 ·
There was a member on here many years ago with a 4WD Blazer (I think) that had modified the Vortech intake hat to accept a liquid/air intercooler. I think it would be a net benefit. I still like water/meth injection for the simplicity and effectiveness though.
 
#36 ·
#38 ·
Couple of things I just want to save here...

From MotorTrend on Oct 19, 2002 https://www.motortrend.com/reviews/163-0212-2002-chevrolet-s-10-blazer/
Terrible 2002 quality photos with some missing, but shows an intercooler routing option. It looks like the supercharger housing is clocked so that the outlet is under the A/C lines. This is probably only possible with a straight outlet housing instead of the kit's curved outlet. Who knows what else was relocated.

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This one is from a turbo 2.2, but I found the intercooler placement interesting. Not sure how effective it would be horizontally, but probably better than nothing at all.

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CXRacing's kit is too large/invasive for me, but the angle looks better. Also their photos show that the stock radiator position with electric fans opens up a lot of room for piping behind the radiator. Turbo Manifold + Intercooler Kit for 94-04 Chevrolet S10 Truck 4.3L Vortec

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#79 ·
Couple of things I just want to save here...

From MotorTrend on Oct 19, 2002 https://www.motortrend.com/reviews/163-0212-2002-chevrolet-s-10-blazer/
Terrible 2002 quality photos with some missing, but shows an intercooler routing option. It looks like the supercharger housing is clocked so that the outlet is under the A/C lines. This is probably only possible with a straight outlet housing instead of the kit's curved outlet. Who knows what else was relocated.

View attachment 398186
Found a better photo of the setup above from https://azautomasters.com/schargers.htm. It looks like the compressor is clocked with the outlet pointing straight down.

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Also found this nicely detailed setup for inspiration.

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#39 ·
Paxton's mount for the Vortec 5000/5700 V8 might be an option for a 4.3 with a battery relocation & electric fans (probably more). Not CARB compliant on a 4.3 with the Paxton head unit, but I think the Vortech would mount to the bracket.

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#40 · (Edited)
Syclone/Typhoon air-liquid intercooler. I really like how compact these are and their location relative to the Vortech. Obviously lots of fab work needed to make this work with a newer 4.3 intake or the Vortech top-hat.

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Not sure if this will work on 2WD trucks though.

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#74 ·
#41 ·
I like that someone is still interested in supercharged 4.3s - keep the info coming so it's not lost!

There will be lots of compact aftermarket liquid-air intercoolers available that would work better with the Vortech intake hat.

Air to air setups are pretty straightforward and have been done many times. It's pretty easy to fit an intercooler in front of the rad and there's room beside the headlights to run charge tubing. I wouldn't do the CX racing style below the bumper when it's so easy to put it in front of the rad.