Dual Power Adders-Ad a Turbo to my Kenne Bell?
07-15-2007, 09:08 PM
#31
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Turbo pressure when compounding needs to be looked at in ratio's. When you have a supercharger that puts out 7.35 psi ( 1/2 bar) you multiply your turbo pressure by 1.5. (7.35 + atmospheric pressure/ atmospheric pressure= boost ratio.) 15 psi of turbo is 22.5 psi of intake manifold pressure. i do not know the bore of your engine or the CFM of your blower at the pulley you are going to be using. I would also need your power goals.
A big consideration needs to be taken into you intercooling. Too big of one can cause a major pressure drop and restriction and in some cases causes interheating. Where your actually heating the compressed air.
The Detroit in that picture is a very moded version,but same engine. I'll try and find my service manual for it. The OEM compound system was a work of art because of its fueling. The injectors are a masterpeice. I'll gather more info later
A big consideration needs to be taken into you intercooling. Too big of one can cause a major pressure drop and restriction and in some cases causes interheating. Where your actually heating the compressed air.
The Detroit in that picture is a very moded version,but same engine. I'll try and find my service manual for it. The OEM compound system was a work of art because of its fueling. The injectors are a masterpeice. I'll gather more info later
07-16-2007, 12:53 AM
#34
Here's another one of them Detroit diesels with twin turbo feeding a superchargers and a some N02. 
They were have problems getting it to hook, 
If I remember right, it was running 11's in the 120's, but it was heavy.. It was built buy the local, diesel college with all diesel parts, tranny, narrowed axle, air brakes, lol...
They were have problems getting it to hook, If I remember right, it was running 11's in the 120's, but it was heavy.. It was built buy the local, diesel college with all diesel parts, tranny, narrowed axle, air brakes, lol...
07-16-2007, 02:04 AM
#35
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Why dont u just go for a twin turbo setup??? wont two power adders likwe that work against each other??? sell the KB and have that to start the found for the twins... just my two cents
07-16-2007, 09:42 AM
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I don't want to do twins as my idea will be cheaper. I will only have to buy 1 turbo, 1 remote oil pump and cooler and minor exhaust work.
The other way I need to buy two turbos, have custom headers made and a full exhaust system & a different throttle body. Plus I will have the underhood high heat battle of the turbos. Our summer temps here run 105-118 degrees. There is no way my cooling system can handle all the extra heat from two turbos.
For 99RCSB:
My engine is 408 cid, my heads flow 290 & 238 cfm at .600. My intake manifold flows 335 cfm. The 2.4 supercharger displaces 143 cfm per revolution and has a built in pressure ratio of 1.4. The max supercharger speed is 15,000. The most efficent is 12,000. I have 1 3/4 headers w/3" collectors which is merged into a single 4" exhaust system.
The other way I need to buy two turbos, have custom headers made and a full exhaust system & a different throttle body. Plus I will have the underhood high heat battle of the turbos. Our summer temps here run 105-118 degrees. There is no way my cooling system can handle all the extra heat from two turbos.
For 99RCSB:
My engine is 408 cid, my heads flow 290 & 238 cfm at .600. My intake manifold flows 335 cfm. The 2.4 supercharger displaces 143 cfm per revolution and has a built in pressure ratio of 1.4. The max supercharger speed is 15,000. The most efficent is 12,000. I have 1 3/4 headers w/3" collectors which is merged into a single 4" exhaust system.
Last edited by 408 Sleeper; 07-16-2007 at 10:08 AM.
07-16-2007, 11:50 AM
#37
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Google: VW twincharging
They do it on production cars, the torque is pretty much straight from 1000 to redline.
That is with properly sized components and I believe electroic bypass valving to switch between the 2.
They do it on production cars, the torque is pretty much straight from 1000 to redline.
That is with properly sized components and I believe electroic bypass valving to switch between the 2.
07-16-2007, 12:56 PM
#38
Originally Posted by 408 Sleeper
I don't think I have an inlet restriction. I am using the KB Blowzilla inlet manifold. It was cut in half and widened by a full inch. It should flow over 1500 cfm. My BBK Cobra throttle body 65 x 65 flows 1350 cfm. The intercooler and 3" pipeing flow over 1500 cfm. I have 5" inlet tubing and proper sized K & N to feed the throttle body. I think the extra cubic inches, ported heads and intake use up the boost. Also you will notice I am not using a 114-116 degree centerline cam. Clay Smith selected a 110 installed at 107. This lowered the high EGT's (1500-1600), that I was getting with a previous 114 cam. I think the extra overlap on my cam is also bleeding off some boost. My truck is at Silver State Motorsports @ The Las Vegas Speedway Complex right now. It is there for a new dyno tune. I have changed the SC, intercooler & intake manifold since the previous one. Their speciality is turbo systems and he is thinking the right turbo could work on this as well. He is going to dyno the truck first, get an accurate boost reading and then make a reccomendation. I will hopefully know by the end of next week.
I calculated this by:
CFM_max = [ CID x MaxRPM x ((boost / 14.7) + 1) ] / 3456
Just assuming a 6200 rpm max, and 9 psi, I get CFM_max for you of 1180.
Same assumption with 11 psi yields CFM_max = 1279, so all your piping and the TB is good for where you're at (and I believe your TB is a draw through with the KB?). Maybe you're only seeing 9-10 because it breathes really really good through the heads
