supercharge your what?

C

chevy355s10

Member
i was wondering what you would think about putting a 142 weiand blower on my k1500.


will there be any temp problems?
the kit says it will be running 5-6psi.
will there be any BIG changes needed,besides pistons and rods?
are blowers useing carbs hard to get right?

any questions i might have missed,feel free to fill me in.thank you.
 
Go for it!!!! Slap it on there. You will not be disappointed. Even the whine only is worth the $$$.

If your engine is in good condition, at 5-6 PSI, is HIGHLY unlikely that you will do anything wrong. 5 - 6 PSI is the safe zone. This is a 350 of equal or less than 9:1 compression, right?

You can keep your bottom end stock. These kits were designed to be slapped on relatively stock engine.

However, make sure you avoid at all cost detonation by:

- Carefully taking some degrees out of ignition timing and putting it back in as you tune.

- Avoiding a lean mixture under boost.
The worst thing you can do is go lean. Ping, ping, ping - BLAM!!!! You must ensure that you have adequate fuel flow and pressure. From there, jet up first and tune down.

Finally you can modify the carb for "manifold reference." An unmodified carb on a supercharged vehicle "sees" a vacuum signal very often. The problem is, as you get on the gas for some power and go into boost... manifold pressure rises. However, it is possible that under the throttle plates and ABOVE the rotors there is still vacuum!

In other words the carb seeing underneath it no demand for more power (a drop in vacuum) is keeping your power valve down and restricting fuel (lean) precisely at the time when it should be fattening the mixture! This is a lean condition.

If you modify your carb for manifold reference, you redirect the source of the vacuum signal from under the carb to the manifold.

Ideally, as you tune, you should have two gauges to compare vacuum reading under-carb to manifold. From there you can decide whether or not it is necessary to modify your carb.

Personally, I would modify the carb because is is relatively straight forward, it is on the safe side and, as you build power (if that is waht you are pursuing), you will need to do this anyway.

Right now I am running a 144 on an AFR-headed, roller-cammed 400 SBC. My bottom end is stock. I see 5.5 PSI and lots of grins.

I modified my carb for manifold reference.

Start another post on that mod if you decide to do it.

Cheers,

:mrgreen: D.
 
the engine is 9:1.should i lower it?

this is what my bottom end looks like,

a scat s9000 cast steel crank(3.50")
scat 4340 forged I-beam rods with arp bolts(5.7")
keith black hyper pistons.(.030 over)

also,will there be any temp problems?
do i need to upgrade my cooloing system?

what transmission are you useing?
have you had "work" done on it?
what all was done?
and finally,howmuch did it cost?
 
With Hypers and 9:1 you are leaning towards the upper limit, but yer still good as long as you keep the boost between 5 - 6 max. To go further, dropping the compression and forged pistons is the next step, then you can increase boost. But then you'd also need a bigger blower. These babyblowers can net you 550 HP. Beyond that it begins to strain.

Where do you want to go with this? I wanted it sneaky and under the hood.

What heads do you have?

As for temp issues, since you are making more power when you get on the gas, you will be generating more heat. But, I think you'll be ok. Again, these kits were designed to be slapped on to stock to slightly warmed motors.

I have a 200-4R that I rebuilt and hardened myself. I might have $600 in there. Mostly the deep pan was expensive but I felt necessary. I can go into more detail if your are interested.

D.
 
well,i can run an 8.5:1 if that will help any?

i have a set of world sportsman 2's setting around doin nothin.but i have a set of vortech's on it right now.
 
im interested to know more about the tranny.

im lookin for under the hood,myself.

just so when some dude in a honda pulls up next to me....he'll never know.. :lol:
 
IF your looking to supercharge the combo the larger combustion chamber, larger ports, bigger valve and lower compression ratio the sportsmanII heads provide will be an advantage

heres a rather impressive basic supercharger install on a c-4
DSCF1669.JPG
 
ok.i ran evrything through the desk top dyno with

8.5:1 compression ratio
sportsman 2's with 2.08/1.60 valves
.030 bore
3.50 stroke
142 blower with 750 carb,max psi of 5.5
compcams XR282HR 515/520lift. 282* duration.

and came up with this
481 hp @ 6000 and 6500 rmp's
466ft/lbs @ 4500 RPM's
V/E 102.9%@5500 rpm's
intake psi-18psi???

does this sound right?
 
IM NOT 100% sure, what your softwares refering too, but I think its refering to absolute pressure , IE theres 14.7 psi at sea level so a 18 psi reading indicates the mini supercharger would run about 3.3 lbs of actual boost in cylinder filling pressure over the outside air pressure the cylinder sees. if there was no supercharger., or put a differant way, at some point the (5.5 pounds of potential BOOST in pressure in the intake) can,t keep up with the demand for volume as the engines rpms increase.

just an example for clearity,
each time a 383 cylinder fills it uses approximately 48 cubic inches of air, if that mini blower supplies a max of 250 cubic inches of volume per revolution at , 1000rpm it supplies 250.000 cubic inches of air , to the plenum and the engine uses 191500,cubic inches or 30% less so theres should be a 30% pressure boost or 4.5 psi of boost in the plenum.

but as rpms increase efficiency of a roots supercharger falls off fast, at 6000rpm its probably no more than 70% efficient at pumping air,so its probably throwing about 1,050,000 cubic inches of air into the plenum, but the engine wants
1,034,100 cubic inches of air (assuming a 90% efficiency in port flow) which would in effect result in no effective boost over outside air pressure.

http://victorylibrary.com/mopar/otto-c.htm

http://victorylibrary.com/mopar/cam-tech.htm

http://victorylibrary.com/mopar/blower-carb6.htm

http://en.wikipedia.org/wiki/File:Roots ... cy_map.jpg


http://www.everestblowers.com/technical ... lowers.pdf

http://www.popularhotrodding.com/tech/0 ... index.html

http://en.wikipedia.org/wiki/Supercharger
 
DorianL said:
With Hypers and 9:1 you are leaning towards the upper limit, but yer still good as long as you keep the boost between 5 - 6 max. To go further, dropping the compression and forged pistons is the next step, then you can increase boost. But then you'd also need a bigger blower. These babyblowers can net you 550 HP. Beyond that it begins to strain.

Where do you want to go with this? I wanted it sneaky and under the hood.

What heads do you have?

As for temp issues, since you are making more power when you get on the gas, you will be generating more heat. But, I think you'll be ok. Again, these kits were designed to be slapped on to stock to slightly warmed motors.

I have a 200-4R that I rebuilt and hardened myself. I might have $600 in there. Mostly the deep pan was expensive but I felt necessary. I can go into more detail if your are interested.

D.
Click to expand...





i am interested in knowing what all was done to your tranny.
 
Certainly - I am on travel in Amsterdam for the moment. Should be able to reply with detail Friday when I get back.



Cheers,

D.
 
"Why drink and drive when you can smoke and fly?"

Lessee-

The parts I used were from PTS Extreme in California. More expensive but Bruce makes the best there is and he is the most knowledgable man on 200-4Rs on the planet.

My Torque Converter (that I am reasonably happy with) is a D5.

I replaced all the frictions and steels. I made sure, doing compressed air tests, that all the seals were working but also that the clutch pack clearances were spot on. 0.038 IIRC.

I put in an extra wide band with a hardened anchor + a huge servo and pin.

I raised the pressure using a PTS pressure regulator kit - taking the pressure to a max of 300 PSI.

I installed a rollerized center support.

The stator support is a hardened one.

Deep pan and sump.

Finally I added a large oil cooler + an adjustable TCC locker (new solenoid).

That is about all I can remember-

Oh, yeah and a PTS "shift kit".

:ugeek: D
 
thanks for posting your experiance here will be a big help for the guys wanting to duplicate something similar to your supercharged sbc combo

BTW \would you AGREE WITH THIS STATEMENT


" ITS almost always cheaper in the long run to buy the better components at the slightly higher cost, the first time,durring a cars construction, rather than the cheaper components and wait untill you to need to replace them later as it becomes almost mandatory"

how about a brief responce and some experiances.....
(AND YES ALMOST EVERYONE LEARNS THIS THE HARD WAY)
 
'went through three torque converters beyond stock - one HD from bowtieoverdrives, one streetfighter from TCI... I was trying to save $$$. Finally I called PTS and got a prepped D5... Sure it was more expensive... but not more than the other two combined. Oh, and the SBC really overpowered the TCI.

I had a lot of bottlenecks on my combo... I dragged around some crummy 1.5 shorty headers with 2-inch pipes for many years. Finally I replaced it more expensive 1.75 full headers, 2.5 pipes and a homemade balancer tube. Again buying decent pipes to start with would have saved me $$$.

Finally, in order to put the blower on there I had to get rid of my TFS 62cc heads for AFR 75cc heads.

It is important to pursue an ultimate goal rather than bolt on inadequate parts ad hoc. Be honest with yourself on what you really want.

I won't even mention the performer, and performer RPM intakes and three different carbs from 625, 750 to 850 CFM.

I will eventually rebuild the SBC with deep dished forged pistons and put in a larger cam... but that will be it for me... If I really feel the bug, I'll add some bottle. But there is no wasted $$$ here.

:mrgreen: D


:roll: D
 
Fergot. One more thing that I did was trim back the overdrive piston and add and extra friction. This firms up the 3 - 4 shift and increases the clamping force.
 
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