Supercharger

[Ernie ingling]

Anyone supercharge a 383/440?

 

[davek]

https://www.hotrod.com/articles/mopp-0604-440-mopar-engine-build/

 

[Ernie ingling]

Thank you

 

[rolling_Thunder]

Working on putting my build together currently - 440 with an 8-71 on it for my 64 Polara

Short block is done, heads getting gone through, and deciding on cam currently. What questions do you have?

 

[Ernie ingling]

Cool beans. Keep me posted on progress. Lots of questions like cam overlap. Comp ratio carb cfm. etc. and the dreaded money needed for hp gain.
Let me know your thoughts greatly appreciate.
Ernie

 

[RJRENTON]

Cool beans. Keep me posted on progress. Lots of questions like cam overlap. Comp ratio carb cfm. etc. and the dreaded money needed for hp gain.
Let me know your thoughts greatly appreciate.
Ernie

Supercharging is a great idea, but in your design, remember to factor in the parasitic loss of driving the supercharger. It can consume 40-50 hp or more, to produce the volume and pressure you desire. In addition consider the use of an intercooler AFTER the supercharger but before the engine. Due to the heat of compression of the air passing through the supercharger, the air becomes less dense and will require more volume or pounds of air per hour as well as an increase in the fuel charge.
Maybe a better option may be to consider an exhaust driven turbo charger. You'll be utilising the energy in the waste gas eliminating the parasitic pumping loss of a supercharger. The increase is air temperature can be ducted thru an intercooler b4 being introduced in the engine. A waste gate, to limit the pressure produced by the turbo charger is a common method of control. The size of the turbo charger should be selected to minimize the "spool up" or turbo lag and the sizing is usually based on your volume and pressure requirements. Do your own do dilligance and compare the two methods and costs....you may be surprised.
Just my opinion of course.
BOB RENTON

 

[rolling_Thunder]

I am running some rather low compression forged pistons - ended up with ~9.2 compression with the 78cc heads. With a supercharger you don't need huge cams to make power - the overlap of a tight LSA would actually bleed off the pressure a bit - so a wider LSA would be better with the highest lift you can go. I will be going very mild with a hydraulic cam with ~285/295 duration on a 110*LSA - probably not the most ideal choice but it will have a nice idle while still getting me over .500" lift.

My goal isn't to build a race car - just a mild pump gas engine that makes an easy 600+hp and a lot of torque. It will be going into my 64 Polara which will NOT be tubbed as it is a rust free CA car... so It'll have 275 series tires and just be a fun street car.

I will be running ~8psi to make these numbers - should ensure the engine lives a long and easy life. dual 750cfm carbs will be enough as well.

 

[STREETREBEL]

Whatever parasitic loss there is, you won't care!

 

[earlymopar]

Parasitic loss depends on the type of supercharger you use but roots-style are one of the worst in that regard. On the other hand, I'm running a twin-screw Magnuson that only uses 1/3 hp.

- EM

 

[RJRENTON]

Parasitic loss depends on the type of supercharger you use but roots-style are one of the worst in that regard. On the other hand, I'm running a twin-screw Magnuson that only uses 1/3 hp.

- EM

Yes....a Roots style supercharger is a huge hp consumer. A twin screw compressor has far less hp consumption characteristics. IHI-TURBO America, i believe, developed an extremely highly efficient twin screw supercharger, using extremely close internal clearances and materials, which, I think, is installed on Chrysler's Hell Cat engines and certain models of Mercury Marine engines. Ford continues to use their "Eco Boost" exhaust gas driven turbo charger systems using, on some engines, twin turbochargers.
With the Roots style system, fuel, via carburetors, is drawn thru and compressed b4 introduced in the engine. With the current engine control venues, fuel is directly injected into the cylinder so the supercharger and the air delivery system handle only air...a more complex but more accurate system. Just my opinion of course.
BOB RENTON

 

[earlymopar]

My twin screw uses a top mounted carburetor just like a roots style so the mechanics of fuel and air distribution are very much the same in this case. Everything else on my application is in fact "old school" including my engine.

- EM

 

[Ernie ingling]

Thanks you guys are answer my question and giving great advise.
Don’t want a race engine either but @550 hp at 5800 would be nice. Had some experience on Roots Group when I had a resto shop for British cars That was a pita the folks had money just no patience. I digress
Paxton any good?

 

[Ernie ingling]

Hum turbo that’s a good suggestion. Fitting and plumbing could be problem. But end result would be awesome.