Slant Six Forum :: Boost, Lots Of It, And Lots Of Hp/Tq

Its in a vacuum, so no problems with that with the A/F velocity it will be under.

Most inline guys turn the blower up so the bottom actually faces the head ports straight on, so there is no bending of the airstream as the charge exits out of the blower. So you'll have to fab an intake, or I can draw you a 3D model of one so you can make it.

Per Eaton, the coated rotors are not to be used for draw through. The self clearancing coatings will dissolve. The effect will be lower efficiency of the blower. I've not heard of these blowers operating at boost levels as high as 20 #. Not saying it isn't possible, but this is a blower, not a compressor. The high helix rotors blow air, they don't operate like a low helix compressor. They also have a bypass. This is for low throttle settings. The butterflies close the moment the manifold goes positive, and open when the manifold goes low.
Avoid the GM units. The early ones were M-62's, and the later ones M-90's. the throttle body is mounted on the end. They are too long for a car with a firewall and brakes. GM mounted them on transverse engines.The smaller unit will need a lot of over drive to make numbers on a 3.7L. It is arranged the same as the GM M-90, so is too long.
The Ford M-90 will work. The 112 will be capable of better efficiency at lower drive ratios.

CJ

He's knockin' on the door of a ten-second run with a pretty big car...

Bill in Conway, Arkansas

He has the hardware to do it, for sure. Any engine that can twist off a 904 input shaft is bad ass in my book. He did that at Vegas.... just twisted it off... That's big-block torque!

With my limited knowledge of the technical side of supercharging, I seem to remember that centrifugal supercharging is somewhat more efficient than the positive-displacement type and less likely to raise the charge-temperature for any given amount of boost. That would be an advantage on the street with pump gas.

I would think that a centrifugal blower would surely get the benefit of some consideration... particularly, as regards packaging, in this case.

Mine has remained trouble-free for a number of years, and makes good boost by 2,000-rpm on my 360 Magnum... pulls like a freight train throughghout the lower rpm levels (so much so that traction in 1st gear is a real problem,) but a slant six could be different... however, Nitti's car pulls the wheels on launches, so I dunno...

My 2-cents.

Good luck with it whatever you decide!!! You pays your money and you takes your cherce!!!!

Bill, in Conway, AR

Quote:

Bill, in Conway, AR

Author:	805moparkid [ Thu Sep 19, 2013 11:20 pm ]
Post subject:
Quote: What do you mean ? well the inlet is facing the passenger side, so its making a turn into the blower. just thinking of fuel dropping out in that turn.

Author:	CNC-Dude [ Thu Sep 19, 2013 11:25 pm ]
Post subject:
Its in a vacuum, so no problems with that with the A/F velocity it will be under.

Author:	805moparkid [ Thu Sep 19, 2013 11:39 pm ]
Post subject:
Quote: Its in a vacuum, so no problems with that with the A/F velocity it will be under. hmm ok, so i guess i would have to get the manifold and make the rough plate, figure what snouts are available and go from there...

Author:	CNC-Dude [ Fri Sep 20, 2013 12:36 am ]
Post subject:
Most inline guys turn the blower up so the bottom actually faces the head ports straight on, so there is no bending of the airstream as the charge exits out of the blower. So you'll have to fab an intake, or I can draw you a 3D model of one so you can make it.

Author:	805moparkid [ Fri Sep 20, 2013 12:41 am ]
Post subject:
Quote: Most inline guys turn the blower up so the bottom actually faces the head ports straight on, so there is no bending of the airstream as the charge exits out of the blower. So you'll have to fab an intake, or I can draw you a 3D model of one so you can make it. hmm i'll have to chewy on that...

Slant Six Forum https://slantsix.org/forum/

Boost, Lots Of It, And Lots Of Hp/Tq https://slantsix.org/forum/viewtopic.php?t=53374	Page 2 of 3

Author:	CNC-Dude [ Fri Sep 20, 2013 1:23 am ]
Post subject:
Since your probably going to be running a carb, you might not be able to do that. The traditional orientation will work fine also.

Author:	ceej [ Fri Sep 20, 2013 11:49 am ]
Post subject:
Per Eaton, the coated rotors are not to be used for draw through. The self clearancing coatings will dissolve. The effect will be lower efficiency of the blower. I've not heard of these blowers operating at boost levels as high as 20 #. Not saying it isn't possible, but this is a blower, not a compressor. The high helix rotors blow air, they don't operate like a low helix compressor. They also have a bypass. This is for low throttle settings. The butterflies close the moment the manifold goes positive, and open when the manifold goes low. Avoid the GM units. The early ones were M-62's, and the later ones M-90's. the throttle body is mounted on the end. They are too long for a car with a firewall and brakes. GM mounted them on transverse engines.The smaller unit will need a lot of over drive to make numbers on a 3.7L. It is arranged the same as the GM M-90, so is too long. The Ford M-90 will work. The 112 will be capable of better efficiency at lower drive ratios. CJ

Author:	805moparkid [ Fri Sep 20, 2013 2:06 pm ]
Post subject:
Quote: Per Eaton, the coated rotors are not to be used for draw through. The self clearancing coatings will dissolve. The effect will be lower efficiency of the blower. I've not heard of these blowers operating at boost levels as high as 20 #. Not saying it isn't possible, but this is a blower, not a compressor. The high helix rotors blow air, they don't operate like a low helix compressor. They also have a bypass. This is for low throttle settings. The butterflies close the moment the manifold goes positive, and open when the manifold goes low. Avoid the GM units. The early ones were M-62's, and the later ones M-90's. the throttle body is mounted on the end. They are too long for a car with a firewall and brakes. GM mounted them on transverse engines.The smaller unit will need a lot of over drive to make numbers on a 3.7L. It is arranged the same as the GM M-90, so is too long. The Ford M-90 will work. The 112 will be capable of better efficiency at lower drive ratios. CJ the m112 would work but as you stated I cant do a draw thru, which is what I wanted to do... I guess i'll look into a 4/71

Author:	billdedman [ Fri Sep 20, 2013 10:04 pm ]
Post subject:
Why don't you look into a Vortech centrifugal blower, a smaller version of a Pro Charger, or an older Powerdyne. they are probably available way cheap. Steve Nitti's car makes over 400 (estimated) flywheel hp with a centrifugal blower, and the packaging is a WHOLE lot easier than with a positive-displacement unit... at least in my estimation. He's knockin' on the door of a ten-second run with a pretty big car... I put a Vortech V-1, S-Trim unit on my 360 Magnum (almost stock) and went from 260 rear wheel HP to 447 in one fell swoop. You can stick it right over where the battery used to live. No turbo. Bill in Conway, Arkansas

Author:	Charrlie_S [ Sat Sep 21, 2013 4:36 am ]
Post subject:
Quote: He's knockin' on the door of a ten-second run with a pretty big car... Bill in Conway, Arkansas I think I read, somewhere that Steve is in the high 10's

Author:	billdedman [ Sat Sep 21, 2013 6:49 am ]
Post subject:
He has the hardware to do it, for sure. Any engine that can twist off a 904 input shaft is bad ass in my book. He did that at Vegas.... just twisted it off... That's big-block torque! My limited knowledge of the technical side of supercharging seems to remember that centrifugal supercharging is somewhat more efficient than the positive-displacement type and less likely to raise the charge-temperature for any given amount of boost. I would think that a centrifugal blower would surely get the benefit of some consideration... particularly, as regards packaging, in this case. Mine has remained trouble-free for a number of years, and makes good boost by 2,000-rpm on my 360 Magnum... pulls like a freight train throughghout the lower rpm levels (so much so that traction in 1st gear is a real problem,) but a slant six could be different... but Nitti's car pulls the wheels on launches, so I dunno... My 2-cents. Good luck with it whatever you decide!!! You pays your money and you takes your cherce!!!! Bill, in Conway, AR

Author:	billdedman [ Sat Sep 21, 2013 6:51 am ]
Post subject:
Quote: He has the hardware to do it, for sure. Any engine that can twist off a 904 input shaft is bad ass in my book. He did that at Vegas.... just twisted it off... That's big-block torque! With my limited knowledge of the technical side of supercharging, I seem to remember that centrifugal supercharging is somewhat more efficient than the positive-displacement type and less likely to raise the charge-temperature for any given amount of boost. That would be an advantage on the street with pump gas. I would think that a centrifugal blower would surely get the benefit of some consideration... particularly, as regards packaging, in this case. Mine has remained trouble-free for a number of years, and makes good boost by 2,000-rpm on my 360 Magnum... pulls like a freight train throughghout the lower rpm levels (so much so that traction in 1st gear is a real problem,) but a slant six could be different... however, Nitti's car pulls the wheels on launches, so I dunno... My 2-cents. Good luck with it whatever you decide!!! You pays your money and you takes your cherce!!!! Bill, in Conway, AR

Author:	VG-265 [ Sat Sep 21, 2013 3:46 pm ]
Post subject:
FYI, Aussiespeed do a blower manifold for a slant. http://www.aussiespeed.com/index.php?op ... &Itemid=33

Author:	billdedman [ Sun Sep 22, 2013 10:12 pm ]
Post subject:
Quote: Quote: He has the hardware to do it, for sure. Any engine that can twist off a 904 input shaft is bad ass in my book. He did that at Vegas.... just twisted it off... That's big-block torque! With my limited knowledge of the technical side of supercharging, I seem to remember that centrifugal supercharging is somewhat more efficient than the positive-displacement type and less likely to raise the charge-temperature for any given amount of boost. That would be an advantage on the street with pump gas. I would think that a centrifugal blower would surely get the benefit of some consideration... particularly, as regards packaging, in this case. Mine has remained trouble-free for a number of years, and makes good boost by 2,000-rpm on my 360 Magnum... pulls like a freight train throughghout the lower rpm levels (so much so that traction in 1st gear is a real problem,) but a slant six could be different... however, Nitti's car pulls the wheels on launches, so I dunno... My 2-cents. Good luck with it whatever you decide!!! You pays your money and you takes your cherce!!!! Bill, in Conway, AR Or, use a centrifugal, belt-driven supercharger and enjoy more-efficient air movement, and a variety of intake manifolds to mount your intake enhancement on, without resorting to turbocharging, which is arguably the most efficient system of all. Offenhauser, Clifford, Aussiespeed and Mother Mopar have all made 2 AND 4BBL manifolds that work well with centrifugal blowers, plus another Australian manifold... Cain, I think... Food for thought.... Bill, in Conway, Arkansas,

Author:	slant6rick [ Wed Oct 02, 2013 6:09 pm ]
Post subject:

Page 2 of 3	All times are UTC-08:00
Powered by phpBB® Forum Software © phpBB Limited https://www.phpbb.com/