wow! 919hp @ 10lbs of boost!
12-26-2012, 05:15 PM
#71
We use VP Motorsport 109 unleaded while on the engine dyno for safety. We dont use any meth on the dyno as the engine is still fresh.
I am really unsure what the engine would make for power with a standard intake N/A. Maybe we can set up an N/A test the next dyno session just to see where it is at. Remember this combination wont peak till well above 7500 RPM's.
We really need a supercharger that can push the upper limits of the engine as it was designed, that is where it should really shine.
I am really unsure what the engine would make for power with a standard intake N/A. Maybe we can set up an N/A test the next dyno session just to see where it is at. Remember this combination wont peak till well above 7500 RPM's.
We really need a supercharger that can push the upper limits of the engine as it was designed, that is where it should really shine.
12-26-2012, 05:26 PM
#72
I think even if Joe were to put on say a LS2/TBSS type manifold and 90mm TB and spend the time tuning to dial that combo in you wouldn't necessarily get a sense of the true potential of this engine in a N/A form; if only to have a somewhat better estimate of what the motor "might" make if someone where buying the appropriate parts (think custom built manifold and big TB/at least an Edelbrock type manifold) to spin this motor in the upper rpm's as it seems it's designed to do. If anything the results would be slightly skewed in favor the blowers true potential. So much easier when it's just a blower kit designed to deliver 6-8lbs of boost over stock vs a factory motor as the parts are already there, essentially no added cost unless you spent the time tuning the stock setup for max power as is, then did the same post blower install. Whatever you decide and/or makes sense I'm rooting for you Joe!
12-26-2012, 07:38 PM
#73
I think even if Joe were to put on say a LS2/TBSS type manifold and 90mm TB and spend the time tuning to dial that combo in you wouldn't necessarily get a sense of the true potential of this engine in a N/A form; if only to have a somewhat better estimate of what the motor "might" make if someone where buying the appropriate parts (think custom built manifold and big TB/at least an Edelbrock type manifold) to spin this motor in the upper rpm's as it seems it's designed to do. If anything the results would be slightly skewed in favor the blowers true potential. So much easier when it's just a blower kit designed to deliver 6-8lbs of boost over stock vs a factory motor as the parts are already there, essentially no added cost unless you spent the time tuning the stock setup for max power as is, then did the same post blower install. Whatever you decide and/or makes sense I'm rooting for you Joe!
12-26-2012, 09:41 PM
#74
Everyone needs to remember this is a supercharger and not a turbo. There is a HP loss for turning a supercharger that is not associated with a turbo. Plus this is an engine dyno, not a wheel dyno.
The 20-25 HP per lb of boost will not work accurately for this setup. I know it is a good rule of thumb, but not here. Think of boost as filling the cylinder with volume. If atmospheric pressure is 14.7(1 bar) and you run 14.7 lbs of boost you should theoretically double your HP. So if you were running 10.5lbs of boost as this engine did when it peaked HP, you would be filling the cylinder another 71% more. So if you were making 625hp(this engine I assume would be very close to that with a boost cam, the inefficient intake from a supercharger, and the timing backed off for boost), and you multiplied that by 1.71 to find the 10.5psi boosted HP, you would get 1068.75 HP. If you subtracted the supercharger drag at 150hp(I'm completely guessing here), that would put you right at 918.75.
With those heads on that engine, a good N/A cam, intake, and the increased timing of N/A, I would not be surprised if that engine could make 750 at the crank. That all goes out the window when you are running a setup made for a supercharger.
I really like this build, and would love to see it with a 4.5 Whipple on it.
The 20-25 HP per lb of boost will not work accurately for this setup. I know it is a good rule of thumb, but not here. Think of boost as filling the cylinder with volume. If atmospheric pressure is 14.7(1 bar) and you run 14.7 lbs of boost you should theoretically double your HP. So if you were running 10.5lbs of boost as this engine did when it peaked HP, you would be filling the cylinder another 71% more. So if you were making 625hp(this engine I assume would be very close to that with a boost cam, the inefficient intake from a supercharger, and the timing backed off for boost), and you multiplied that by 1.71 to find the 10.5psi boosted HP, you would get 1068.75 HP. If you subtracted the supercharger drag at 150hp(I'm completely guessing here), that would put you right at 918.75.
With those heads on that engine, a good N/A cam, intake, and the increased timing of N/A, I would not be surprised if that engine could make 750 at the crank. That all goes out the window when you are running a setup made for a supercharger.
I really like this build, and would love to see it with a 4.5 Whipple on it.
12-28-2012, 09:31 AM
#76
Right now the plan is to test the larger displacement superchargers as they are released. Whipple is working on the 4500 and they hope to have a test unit in about 3-4 months. Eaton is working on the 3300 also, I just dont have a timeline on the release yet.
We will be working on the supporting mods like drive systems, throttle bodies, and other small parts to put it into vehicles.
We will be working on the supporting mods like drive systems, throttle bodies, and other small parts to put it into vehicles.
12-28-2012, 06:32 PM
#78
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Not sure if some of you even looked at the dyno sheet but it did not make peak power on 10.5lbs. Peak was 17+lbs. The 10.5 is the average boost across the rpm band.
So it made 919 on 17lbs.
So it made 919 on 17lbs.
