- Available for cathedral port
LS1/2/6 engines - Maximum performance split
design (easy for custom porting) - Lighter than other split design
race intakes - Vacuum Port options include
(2) 1/8, (1) 1/4, and (1) 3/8,
NPT ports at the carb flange - Captured o-ring seals at
head ports and the split - Available for 700R4,
4L60, 4L60E & 4L80E
transmissions! - Controlled detent activation
prevents missed shifts - NHRA/IHRA safety
compliant reverse Lock Out - One-piece CNC-machined
billet aluminum pistol
grip handle - Low Profile crab cap for optimal clearance
in tight areas - Supplied with a STEEL distributor gear,
compatible with MOST hydraulic roller cam
applications - Nylon pads ensure smooth operation of the
advance weights - Mechanical advance assembly can be
locked out for crank trigger systems - Polished steel shaft is QPQ coated and
guided by a sealed ball bearing
Part#
3162023- Convert your muscle car’s factory tank to
EFI through the factory sending unit hole! - Internally regulated RETURNLESS design!
6.0L Vortec 6000 are all serviced
by this kit). It sure beats starting
another fat payment coupon
book!
Or for car crafters with a sense
of adventure, as rust and wear
begin to force Vortec-powered
work horses into retirement, their
4.8-, 5.3-, and 6.0L engines
become ripe for harvesting—and
swapping into lighter platforms.
The stock Vortec front dress is
proven to fit ’78-and-later G-bod-
ies, C10 pickups, Tri-Five Chevys,
and most vintage (pre 1975)
muscle cars.
In this story, let’s watch as the
guys at Spencer, Massachusetts’
NextGen Performance—an
authorized Vortech dealer and
installer—demonstrate how sim-
ple it is to mount a Vortech V
SCi to a lightly modified (LS
cam and LS6 springs) Vortec 5.3.
Once installed and after tuning,
this little devil made 478 hp and
464 lb-ft for well under
$4,000—of which less than
$500 was paid for the junkyard
5.3 core engine.
Think about it. You could pop
together a Vortech supercharged
5.3 (or a 4.8 even!), then embar-
rass Z06 crate engine buyers for
a third the investment. It’s all
possible when you put a Vortech
on your Vortec!
The Vortech supercharger bolts to the
mounting plate. The V3 supercharger
comes pre-filled with synthetic lubricant.
It must be changed after the initial 2,
miles, then again after every 7,500 miles of
service. A capped drain line is included in
the kit to ease blower case draining.The included V3 SCi supercharger comes
with a 3.60-inch pulley to deliver 6 to 8
psi of boost. Vortech sells smaller pulleys
in 3.48-, 3.33-, 3.125-, 2.87-, and 2.62-inch
diameters, which can generate up to 17 psi.
NextGen strongly recommends “pinning”
the crank pulley to guard against slippage
as boost levels increase.The Vortech V-3 SCi
belt-driven supercharger has a maximum
flow rating of 1,050 cfm, perfect for the
4.8-, 5.3-, and 6.0L displacement common
to Gen III and Gen IV truck engines. A major
perk is the self-contained oiling system.
There’s no need to tap into the engine’s oil
galley or run a drain line to the oil pan.