It does not take all that much to hold the torque, from what I have seen. Even the big hemis were held with rubber only mounts in the old days. I run a 600ft-# torque twin turbo 340 Chrysler with about a 9 to 1 low gear overall ratio, manual trans. The torque strap is a piece of .09 X .75...
There was quite a discussion on this on an earlier thread, you may be able to find it. I have been spraying on my compressor blades for years with no detriment. Spraying afterward is nice, but much more difficult, and does create some of its own problems.
On another board there is an ongoing discussion about extra power and response being gained by using undersized crankpins and rod bearings(.020"). Everyone agrees that the smaller diameter will very slightly reduce bearing speed and possibly reduce friction or increase rpm range for the engine...
On their V8 rods, Eagle makes them about .010 narrower than stock to allow more oil out of the bearing. They count on the extra oil to be flung on the cylinder walls instead of squirted. I think this is fine for a high rpm engine, but MIGHT be and isssue for a low rpm cruiser.
I would take a...
For the boost and output levels you are looking at, I think the actual design of the manifolds is not going to make a huge difference. For many years tha standard method of doing a single turbo on a V engine was to use the standard exhaust manifolds and use a "crossunder" pipe to...
I have spent a lot of time messing with the IAT location on my twin turbo 340 with a Speedpro system. If you are running a speed density system without a MAS sensor, the location seems to be very critical, and can have a severe effect on the tuning. I had the it right after the throttle body on...
A lot of folks were messing with "fired" turbos about 20 years ago. The would inject combusted gas/air mix into the exhaust manifold ahead of the turbine to help power it. Don't remember any great success with it, as you needed compressed air to overcome the exhaust pressure, and the...
Overrange: We drive the car a lot, but spend a very, very small percent of the time at throttle positions that would turn on the water. If we do a 500 mile "cruise" through the countryside, it is very possible that we will not use any water at all. My system does not come on until 8...
Yes definitely on the compressor wheel, poor phraseology on my part.
I am not up on the viscosity/vapor pressure etc with methanol vs isopropyl, but I know I have seen methanol systems corrode the compressor wheel, but never an isopropyl setup do the same. Downstream corrosion is even more of...
I have been injecting water/isopropyl alcohol on the turbine blades of my twin turbo 340 Mopar for 15 years now. This kind of system was very popular in the past, as it was much more difficult then to inject into the boost stream because of the high pressure. The blade erosion issue has always...
One thing that has not been mentioned is that the high silicon pistons are considerably more brittle and do not handle impact well. Detonation in any engine, and particularly boosted engines, can break high silicon pistons much more easily than the low silicon, high ductility versions. If you...
Rixindley mentioned that the temp of the air is usually taken upstream of the supercharger, which is probably true on a MAF system conversion to supercharging, but most of the systems that I have seen, both turbo and supercharger, have used MAP systems and have the temp sensor after the...
I messed with the electric fans on the twin turbo Dodge for a long time (over 10 years) before going to the viscous clutch, engine driven, setup I have now. I won't be going back to electrics, especially with the turbos. Good electrics pull at least 30+ amps to cool a V8 with a normal size...
We have done quite a bit of experimenting with mixtures, timing etc. on the twin turbo, EFI, 340 Chrysler, and one thing that we have found that appears to be true is that the EGT makes a rather marked (+150 degrees F) increase at the point that the least fuel is being used at constant speed...
Actually, the engine is the original size, but has lots of heat generating and airflow restricting parts added to it! The biggest restriction appears to be in getting the air out of the engine compartment without it "looping" back to front of the car. Most of the air exists directly...
From what I have seen, it is very difficult to directly compare most aluminum and copper/brass radiators. I have a very difficult cooling job on a twin turbo 340cid V8, that has a fully packed engine compartment and not a lot of space for a radiator. I have tried several versions of both...
The standard rule that I have heard, for iron block V8 engines, steel rods, moderate rpm is .040 inches. More if you rev very high, have aluminum rods. Less if you don't rev very high, have tight piston to bore clearances. Above .045 you start to lose effectiveness, less than .035 it can get...
Don't want to get down on something I haven't seen, but I hope the Superchargers book is better than Maximum Boost, in which Corky has some good information, but puts out a lot of opinion as fact, and has some very large mistakes (in my opinion).
Turboice: I can't seem to get off the home page on the reference site to Sir Ricardo's information. Don't know why. It very well could be the same information as MacInnis, as many of these guys reference each others work, except Corky who just spouts unfounded and often untrue opinions (my...
