Dual Power Adders-Ad a Turbo to my Kenne Bell?
07-14-2007, 10:25 AM
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Dual Power Adders-Ad a Turbo to my Kenne Bell?
I would like your thoughts on an idea I have. I am running a 408 Dodge with the 2.4 Kenne Bell. My motor is low compression, 7:5-1. I am maxing the 2.4 out. 3.10 times engine speed and am still getting only 9-10 lbs boost. I am using the largest crank pulley that will clear the water pump and a 2.5" supercharger pulley. The 2.4 is the largest supercharger that will fit as it barely clears the firewall in the back and the back of the alternator in the front. I have done the measurements and neither the 2.6 or 2.8 wil fit. I am running 30 degrees timing without any signs of detonation. I figure that my engine should be able to handle 18-20 lbs of boost on pump gas.
Here is my idea it is called compounding and is used quite a bit in the truck pulling circuit. I want to install a rear mount low pressure turbo, similar to the STS. I have room for a second large air to air intcerooler and from there I will feed 12-14 lbs of intercooled turbo boost into the Kenne Bell. I wil slow the Kenne Bell down with a pulley change to 2 times engine speed. It will add another 6-7 lbs of boost which will then go through my existing large air to air intercooler before entering the engine. For the cooling of the supercharger and the turbo I am thinking of trying an oil pump & large filter for each and then pass the oil through fan equipped remote mounted transmission coolers. I checked with Autorotor, who made the Kenne Bell 2.4's and they said I can feed a pressured charge into their supercharger, just watch the temps. The Kenne Bell will continue to give the instant boost I'm used to without lag and the turbo should kick in hard at about 2500 rpm. Am I missing anything?
Here are my Vehicle Specs:
SLEEPER:
1997 Dodge Ram 1500 Club Cab, 4wd, 5.9 automatic. Emerald Green w/Grey Interior.
4.10 gears
Detroit Tru-Trac Lockers Front & Rear
Mag-Hytec covers.
Centerline Sunray rims 17 x 9.5"
B.F. Goodrich AT KO Tires 305/65R 17.
Rancho shocks w/ 2" leveling kit.
Calvert Traction Bars.
Custom billet grill & full width billet bumper insert.
Custom class III hidden hitch.
Engine:
5.9 360 @ .030 M.P. 4" stroke f/408 CID
Childs & Albert rods
JE forged pistons 7:5-1
Childs & Albert Zero gap rings.
Precision balance & blueprint by Stewart@Drivetrain Unlimited, St.George, UT.
ARP main & head studs
Barton roller timing set.
Clay Smith Cam 284-284 duration( 232-232 @.050) .556-.556 lift w/a 110 deg C.L.-installed at 107.
Fastman Ported RT heads w/2.02-1.625's.
M-1 4 barrel intake manifold(335 cfm, ported by Junkyard Ed).
Crower stainless steel roller rockers 1.6 ratio, heat treated pushrods & Triple valve springs.
Milodon 4x4 oil pan(9qt).
Mopar Performance SFI steel balancer.
Golden West 195mm overdrive crank pulley.
Cooling:
Griffin Radiator
Spahl Dual 14" electric Fans
160 Thermostat
Induction:
AutoRotor 2.4 HO Twin Screw Supercharger.
South Florida Pulley's Non-Slip pulley 70mm(2.78-1, 14 lbs constant boost).
PSE custom inlet manifold 1485 cfm.
PWR 1,500 cfm 3-row air to air intercooler.
3" mandrel intercooler tubing & fresh air inlet by Silver State Motorsports.
BBK 65 x 65m Cobra throttle body, 1340 cfm.
Ignition/Computer:
MSD-6 BTM ignition, blaster coil & MSD 8.5m wires.
Speed Pro EFI: wide band closed loop computer with 2-bar map sensor
Re-flashed OEM computer(for top speed, trans shift rpm & WOT ac switch off.)
Fuel System:
Aeromotive A1000 600 lb phr in tank pump.
Holley high flow injector rails, -8an supply & -6an return system.
72 lb engine injector set.
Aeromotive adjustable regulator w/1:1 ratio.
Transmission:
APS Super Torque Twister: 6-pinion steel planetaries, front, middle & overdrive.
Hardened input shaft.
5 clutch direct drum.
Quick Ramp 10 vane pump.
Diesel overdrive assembly.
Radiator sized Transmission cooler.
SRM Sportsman Valve Body.
BD Pressure Lock, Remote Cooler w/Fan & Remote Filter.
B & M deep pan.
APS Super Torque Twister Billet Converter 2000 stall.
Transfer Case:
NV242 AMG(Hummer H1) that has been modified for the Dodge. It has 4wd low, 4wd high, 2wd(for the dyno), Full Time 4wd for street fun. Custom built by transfercaseexpress,com.
Novak Conversions Shifter.
Brakes:
Stainless Steel Brakes: Vacuum Pump
80mm Big Bore front brake kit.
Big Bore Rear Disc Conversion.
Exhaust:
GS MotorSports Power Plate RT headers 1 3/4 primary tubes w/ 3"collector.
3" mandrel crossover pipe, Dr. Gas dual 3" into 4" Y merge pipe.
Random Tech 4" high flow CAT.
Magnaflow 4" mandrel cat back diesel exhaust system & 30" Magnaflow diesel muffler, stock exit.
Dyno Tuning by Silver State Motorsports, Las Vegas, NV
Here is my idea it is called compounding and is used quite a bit in the truck pulling circuit. I want to install a rear mount low pressure turbo, similar to the STS. I have room for a second large air to air intcerooler and from there I will feed 12-14 lbs of intercooled turbo boost into the Kenne Bell. I wil slow the Kenne Bell down with a pulley change to 2 times engine speed. It will add another 6-7 lbs of boost which will then go through my existing large air to air intercooler before entering the engine. For the cooling of the supercharger and the turbo I am thinking of trying an oil pump & large filter for each and then pass the oil through fan equipped remote mounted transmission coolers. I checked with Autorotor, who made the Kenne Bell 2.4's and they said I can feed a pressured charge into their supercharger, just watch the temps. The Kenne Bell will continue to give the instant boost I'm used to without lag and the turbo should kick in hard at about 2500 rpm. Am I missing anything?
Here are my Vehicle Specs:
SLEEPER:
1997 Dodge Ram 1500 Club Cab, 4wd, 5.9 automatic. Emerald Green w/Grey Interior.
4.10 gears
Detroit Tru-Trac Lockers Front & Rear
Mag-Hytec covers.
Centerline Sunray rims 17 x 9.5"
B.F. Goodrich AT KO Tires 305/65R 17.
Rancho shocks w/ 2" leveling kit.
Calvert Traction Bars.
Custom billet grill & full width billet bumper insert.
Custom class III hidden hitch.
Engine:
5.9 360 @ .030 M.P. 4" stroke f/408 CID
Childs & Albert rods
JE forged pistons 7:5-1
Childs & Albert Zero gap rings.
Precision balance & blueprint by Stewart@Drivetrain Unlimited, St.George, UT.
ARP main & head studs
Barton roller timing set.
Clay Smith Cam 284-284 duration( 232-232 @.050) .556-.556 lift w/a 110 deg C.L.-installed at 107.
Fastman Ported RT heads w/2.02-1.625's.
M-1 4 barrel intake manifold(335 cfm, ported by Junkyard Ed).
Crower stainless steel roller rockers 1.6 ratio, heat treated pushrods & Triple valve springs.
Milodon 4x4 oil pan(9qt).
Mopar Performance SFI steel balancer.
Golden West 195mm overdrive crank pulley.
Cooling:
Griffin Radiator
Spahl Dual 14" electric Fans
160 Thermostat
Induction:
AutoRotor 2.4 HO Twin Screw Supercharger.
South Florida Pulley's Non-Slip pulley 70mm(2.78-1, 14 lbs constant boost).
PSE custom inlet manifold 1485 cfm.
PWR 1,500 cfm 3-row air to air intercooler.
3" mandrel intercooler tubing & fresh air inlet by Silver State Motorsports.
BBK 65 x 65m Cobra throttle body, 1340 cfm.
Ignition/Computer:
MSD-6 BTM ignition, blaster coil & MSD 8.5m wires.
Speed Pro EFI: wide band closed loop computer with 2-bar map sensor
Re-flashed OEM computer(for top speed, trans shift rpm & WOT ac switch off.)
Fuel System:
Aeromotive A1000 600 lb phr in tank pump.
Holley high flow injector rails, -8an supply & -6an return system.
72 lb engine injector set.
Aeromotive adjustable regulator w/1:1 ratio.
Transmission:
APS Super Torque Twister: 6-pinion steel planetaries, front, middle & overdrive.
Hardened input shaft.
5 clutch direct drum.
Quick Ramp 10 vane pump.
Diesel overdrive assembly.
Radiator sized Transmission cooler.
SRM Sportsman Valve Body.
BD Pressure Lock, Remote Cooler w/Fan & Remote Filter.
B & M deep pan.
APS Super Torque Twister Billet Converter 2000 stall.
Transfer Case:
NV242 AMG(Hummer H1) that has been modified for the Dodge. It has 4wd low, 4wd high, 2wd(for the dyno), Full Time 4wd for street fun. Custom built by transfercaseexpress,com.
Novak Conversions Shifter.
Brakes:
Stainless Steel Brakes: Vacuum Pump
80mm Big Bore front brake kit.
Big Bore Rear Disc Conversion.
Exhaust:
GS MotorSports Power Plate RT headers 1 3/4 primary tubes w/ 3"collector.
3" mandrel crossover pipe, Dr. Gas dual 3" into 4" Y merge pipe.
Random Tech 4" high flow CAT.
Magnaflow 4" mandrel cat back diesel exhaust system & 30" Magnaflow diesel muffler, stock exit.
Dyno Tuning by Silver State Motorsports, Las Vegas, NV
Last edited by 408 Sleeper; 07-14-2007 at 10:39 AM.
07-14-2007, 10:55 AM
#6
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Join Date: Jun 2007
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I really don't want to go to the expense of pulling the motor apart to change the compression. I really want something that will always be there for extra power. I'm not experienced with nitrous, but don't like the idea of having to change and refill bottles or running out of the stuff during some street fun. Also I can add a turbo fairly inexpensively compared to scrapping the supercharger and going with a full turbo setup. I talked to an engineer at Autorotor in Sweeden and according to him it should work and he has heard of it being done before. I know that some of the diesel guys run up to three turbos together. I just figured that as long as the Turbo could put out more cfm the the sc could use the sc would not be held back in any way. The extra could just vent through a blow off valve between the turbo and sc?
Last edited by 408 Sleeper; 07-14-2007 at 12:30 PM.
