|
| XH5LWEPN |
|
|||
|
Yeah i am currently modifying the discharge manifold to run a FMIC. I am not putting up with 192deg/f intake temps on this build!!
_________________ STREETBUILT RACING |
|||
| Top | |
|||
| Waggin |
|
|||
|
Yeah that was another option, I guess you've seen that orange stang with the 363 and FMIC KB?
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [{DESCRIPTION}] |
|||
| Top | |
|||
| XH5LWEPN |
|
|||
|
Yeah mate, sure have, the red one.
As you would have seen, he only has TFS 170cc heads. But is now stepping up to the 205's. I'll be interested to see the results.
_________________ STREETBUILT RACING |
|||
| Top | |
|||
| Waggin |
|
|||
|
Red, yeh
 I was surprised about the heads.. The 205's will be a big step up.Have you seen the B&H kit?
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [{DESCRIPTION}] |
|||
| Top | |
|||
| XH5LWEPN |
|
|||
|
Yeah their setup looks great!!
The 1.9L would be too small, but the 5.0L kit with the 2.3L head unit would be perfect. Too expensive for me to ditch the KB and move to that setup though.
_________________ STREETBUILT RACING |
|||
| Top | |
|||
| BOTTLEDUP |
|
|||
|
I think regardless of the 180+cc head you choose the Explorer intake & KB will ultimately be the deciding factor on how much power you'll make. Certainly if you didn't have any kit and the $$$ aren't too tight then the b&h setup would be far superior.
_________________ TE50 T1 P01 |
|||
| Top | |
|||
| Waggin |
|
|||
|
Am I really going to see a big difference between the 2.1L KB and the 2.3L Eaton??
We're looking at a price difference of $4000+ on the kits.. what bang for buck am I going to get ?
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [{DESCRIPTION}] |
|||
| Top | |
|||
| XH5LWEPN |
|
|||
|
From what i can see, by stating the obvious the advantages of the B&H Kit over the KB would be...
- Bigger Capacity Blower - Kit comes intercooled (no need for custom fabrication) - Higher Flowing lower manifold - Neater Setup Only dis-advantages i can see are... - The need to run coil packs (done with an AU ECU) - The outright cost (which really isnt too bad IMO)
_________________ STREETBUILT RACING |
|||
| Top | |
|||
| BOTTLEDUP |
|
|||
|
From what I've seen the Eaton is also a more efficient design of supercharger over the Kenne Bell. Remember the KB kit was originally intended for stock iron headed 5.0L.
_________________ TE50 T1 P01 |
|||
| Top | |
|||
| Waggin |
|
|||
|
So are we saying there's potential for another 50, 100 streetable HP?
Is it really as simple as saying that 1 psi noost = 15HP? If so, 15PSI on both blowers would net the same results, right? Yes, this is likely flawed thinking - so correct me please I realise the efficiency of the supercharger comes into play - is this simply in relation to the heat added to the charge - or is it also a product of flow and drag?
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [{DESCRIPTION}] |
|||
| Top | |
|||
| XR9UTE |
|
||
|
{USERNAME} wrote: So are we saying there's potential for another 50, 100 streetable HP? Is it really as simple as saying that 1 psi noost = 15HP? If so, 15PSI on both blowers would net the same results, right? Yes, this is likely flawed thinking - so correct me please I realise the efficiency of the supercharger comes into play - is this simply in relation to the heat added to the charge - or is it also a product of flow and drag? Yep, that's flawed thinking. A classic example is a test of a cheap chinese turbo vs a proper one. Same boost, 75hp difference at the peak not to mention elsewhere in the curve. Efficiency means everything when it comes to compressing air. |
||
| Top | |
||
| Waggin |
|
|||
|
But from everything I've read, the twin screw KB is more efficient than a roots blower (of the same capacity). Less drag, much lower charge temperature.
So while the TVS is way more efficient than the earlier Eaton GenV kit - is it really superior to the KB autorotor?
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [{DESCRIPTION}] |
|||
| Top | |
|||
| xafalcon |
|
||
|
Intake manifold boost is an indirect measure of induction restriction. Low flow intake/heads = more manifold pressure & less flowing into the combustion chamber. So with the same supercharger setup, a lower intake manifold boost reading will almost always mean more power. Explaining the other way around, with the same supercharger setup, a high flow intake & head will show a lower gauge pressure than a low flow intake & head.
When heat is factored in, the situation gets even less stright forward. More intake charge heating = more pressure for the same mass transfer. For the same intake tract, the situation can be can be compared with the formula (P1/T1)=(P2/T2). Temp is is Kelvin (centigrade + 273)
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
||
| Top | |
||
| XR9UTE |
|
||
|
{USERNAME} wrote: So while the TVS is way more efficient than the earlier Eaton GenV kit - is it really superior to the KB autorotor? Yep. |
||
| Top | |
||
| Who is online |
|---|
Users browsing this forum: No registered users and 30 guests |
