Supercharger+carbed, non emission engine = little tuning?

[Anonymous]

What would it take to make a naturally aspirated 200 I6 supercharged? I was thinking of making a custom intake manifold or adapting a 300 I6 intake manifold to the 200 I6. What kind of work would I be looking at to convert it? The 300 I6 intake manifold seems to be less restrictive...

 

[addo]

It's a whole lot of work. Basically, copying Mustangaroo's setup (give or take the big carby) will be the best ticket. A 2V head will certainly quicken and ease the process.

 

[Anonymous]

Are there any other heads other than the Aussie or Argie heads? Otherwise, I love his set-up. I personally want the charger on the right-hand side, however... opposite of exhaust. I'm used to seeing intake on one side and exhaust on the other. I know intake manifold will be on the left hand side, but I was thinking of doing the charger on the right... I might be looking at a much harder process. I'll just research.

Thanks for the head's up.

Edit: Meh... may just use the stock manifold and add adapters to it and port stuff out... I dunno yet. Supercharging is far down the road... I have time to wait.

 

[addo]

There's a whole other bunch of options, but look at it overall by virtue of metaphor.

Say you want to build a new timber fence beside your house because the old one's rotten.

One way is to say OK, I'll take down the old fence. THEN discover you need materials. Wait while they're collated and delivered. THEN dig new post holes, set posts to a stringline, install the rails, finally nail the palings on and cap it.

Or - you can take measurements, calculate quantities, find out delivery times, place an order, and just as you've finished digging the new post holes, your materials arrive. Proceed as above.

The second option's a lot smoother, isn't it? Proactive rather than reactive.

My point by use of metaphor is no matter which way you go about it, you need to manage air, fuel and spark. If you choose and develop systems to deal with these parts BEFORE lunging at forced induction, they will only require re-tuning at the stage where you install a blower. So, it makes the process somewhat simpler.

Plus, in the meantime these aspects will help you milk a N/A motor for every last ounce of power.

Modifying a head is not that hard but you really do need a blacksmith's shop or similar to do serious welding. Someone who understands metal differences and tempers. Don't expect them to design it; that's your job.

Cheers, Adam.

 

[XFlow_Fairlane]

all I can say if figure out your combo on paper first. pick a SC and how it is all gonna get laid out....

I still think a turbo is easier though

 

[Anonymous]

all I can say if figure out your combo on paper first. pick a SC and how it is all gonna get laid out....

I still think a turbo is easier though

It is. However, superchargers have a more predictable flow pattern. No matter what condition the engine is in, the supercharger will blow in X amount of air at Y RPM if supercharger condition is constant. With a turbo, changing engine characteristics can also change how the turbo behaves. Granted, it may be small things here and there, but I'm looking for predictabiliy, reliability, and some power...

Plus, you probably have more experience and knowledge under your brim This is going to be my first attempt at forced induction. I rather have a smoothe introduction to it.

You do have me nailed, though. I should think about the aspects of the motor before the supercharger. However, I expect that supercharging a carbed motor will be easier than a computer-ran car. Emissions(sp?) won't be an issue to consider... that's a blessing...

 

[addo]

You find the supercharger squad cheer for theirs, and the turbo squad cheer for turbos. Predictable! I have a simpler theory...

One may fit an engine or engine bay better than another. That is a major consideration. It's why turbo crossflows work so nicely, but a turbo log or 2V is more of a challenge with space and heat.

In either application, I would steer towards electronic management; first of spark, then fuel.

 

[Anonymous]

With a turbo, changing engine characteristics can also change how the turbo behaves. Granted, it may be small things here and there, but I'm looking for predictabiliy, reliability, and power...

That's what wastegates are for.

All bases covered.

 

[Anonymous]

Turbocharging would be great. Since the intake and exhaust ports are on the same side, you could design a manifold that incorporates both exhaust and intake. Mounting the turbocharger would be solid. I love the idea.

However, I want a supercharger set-up. I rather not rile up the turbocharging camp, as I have nothing against it. I just have my personal preferences. That's all I can say.

Thanks for the info, however.

 

[Anonymous]

However, I want a supercharger set-up. I rather not rile up the turbocharging camp, as I have nothing against it. I just have my personal preferences. That's all I can say.

No "riling" taken!

After you throw a bunch of belts off..... and get tired of the ones that don't come off slipping all the time, you'll see turbo, too.

I think "belt" driven compressors are OK to about 6 psi, anything after that they are more trouble than they are worth.

 

[Anonymous]

I think shredded belts come about as easy as cooked turbochargers... but it takes a bit more than common sense to keep belts from shredding. Turbochargers have a lot of lee-way in placement, tuning, lack of parasytic loss, and price... but don't they require turbo timers to keep them from getting cooked? If not, how do you go about it?

 

[wallaka]

I think shredded belts come about as easy as cooked turbochargers... but it takes a bit more than common sense to keep belts from shredding. Turbochargers have a lot of lee-way in placement, tuning, lack of parasytic loss, and price... but don't they require turbo timers to keep them from getting cooked? If not, how do you go about it?

It's not the problem that it used to be. If you change your oil, and don't run the car hard and cut it off without a small cooldown period. Better technology in the oil and the turbos is a big help.

 

[Anonymous]

Maybe I'll persue turbocharging... need as much simplicity as possible. Maybe I'll just run N/A for street and turbo for track. Iono. There's a lot more that needs to be fixed before I get into this.

Is it still possible to buy an Aussie X-flow head?