Consistancy with forced induction?
Thread Starter
Teching In
Joined: May 2005
Posts: 36
Likes: 0
From: Florida
Consistancy with forced induction? Hey guys...well the title of this thread just about says it all. How consistant are supercharged applications when it comes to Bracket Racing? I have been really looking into a supercharger such as a Procharger F-1R for my bracket car (1969 Camaro listed below). Why many people have asked me and really my only response is why not? As long as the consistance can still be maintained! And its different...I haven't seen any bracket racers running many superchargers before. I mean from what I have seen you can do a whole lot with forced induction and still run pump 93oct fuels. That is another reason I have become increasingly interested in this form of power adder. While I could work on my heads, bump the compression conciderably, and many other things, all this leads to high octane fuels.
To give you an idea of my motor because I would like to see what you all think of a boosted application...here is some of the info on my engine...
The best ET to date is listed below for the car and thanks for any help in advance.
To give you an idea of my motor because I would like to see what you all think of a boosted application...here is some of the info on my engine...
- Factory 1053 forged nitrated crank
- Forged shotpeen (sp) rods w/ 7/16" bolts
- Forged alum pistons 9.6:1 compression
- GM large oval port heads w/ 3-angle
- Victor 454-O intake port matched to heads
The best ET to date is listed below for the car and thanks for any help in advance.
I bracket race my car quite a bit, even have done back to back rounds on 90+ degree days and its pretty consistent. Only problem is if you get a big weather change, the car will slow down or speed up quite a bit. No more then a n/a car though, I can pretty much estimate where it is going to go.. I didnt run the 1/4 flat out last weekend (was trying to run the 10.0 index) but my 1/8 times were 6.27, 6.23, 6.25, 6.23, not bad really..
I went to the Clash of the Titans race in Noble, Ok last weekend. I watched Brian Carpenter and Kevin Hargett run in the finals of Outlaw 10.5. They both ran a 7.31.....The round prior to this Carpenter ran a 7.31 and Hargett went a 7.32.....that's pretty consistent on 10.5 tires and I believe Hargett has a clutch to deal with also......I have thought the same things as I want to bracket race my turbo car once in a while.....
Jay
Jay
Our 5,000 mile '95 LT1 Formula with a P-1SC ATI ProCharger, and an internally bone stock engine runs consistant 11.32 to 11.33 1/4 mile runs. We can bring it to a track, not having run it from the year before, and it will run that once the car has gone down the track several times. Bob
10 Second Club
Joined: Apr 2002
Posts: 1,755
Likes: 2
From: Cincinnati, Ohio
I have a bud who is an excellent bracket racer. It amazes me what these guys do in the name of consistency. One rule always seems to be "keep it simple". I think that it is putting an unneccessary piece into the equation. I love FI but would have to say for top level bracket racing it is only one more thing to worry about and is probably why few people do it.
Originally Posted by 2001WS6Vert
I have a bud who is an excellent bracket racer. It amazes me what these guys do in the name of consistency. One rule always seems to be "keep it simple". I think that it is putting an unneccessary piece into the equation. I love FI but would have to say for top level bracket racing it is only one more thing to worry about and is probably why few people do it.
Cant get much simpler then a car like mine lol, but I wouldnt consider it a hard core bracket car thats for sure. But I have gone quite a few rounds with the car in foot brake, even at some bigger races
Also most bracket racers do it for the money, less you can spend on a car to make it fairly quick and consistent the better, going down the FI road can be an expensive one.. Trending Topics
Everything I've read / seen on FI cars leads me to believe they can be pretty consistant. Check out Steve Morris's web site or call him up. I'm seriously considering an F-2 for my BBC bracket car.....900-1000 hp, non-intercooled, sounds pretty nice to me. I would *think* that the car would be more touchy to weather changes than KP is eluding since you are cramming 3-4x more air FI than an NA engine. But he's got way more experience than I do (which is none).
Hey KP.....what compression and boost level are you running?
Hey KP.....what compression and boost level are you running?
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Verdad Gallardo Anything changes in the weather, my car wouldnt even run mid 11s w/o the blower so you are right its cramming a lot of air in there but you would be surprised how little change in ET I see from hot afternoon to evening. Naturaly going from a track like Bristol on a 90 degree day (5000' DA) to a track like bowling green on a 55 degree day (sea level) is going to make a huge difference in the cars performance, just like an N/A car. I find the standard DA corrections to be pretty close with my car believe it or not.
I think a big procharged fuel injected car with a mild 440 BBC or something on 110 octane could make an easy 1000fwhp and run for years without having to wind it to 8000rpm or have a big valve spring eating cam or high dollar heads and be pretty cosistent. Especially with a good engine management system like a BS3, Gen VII DFI or FAST. right now on the stock PCM I have to change the fueling if there is a big weather change manually, not a problem if it gets hotter (car just slows down) but if it gets way cooler I could go lean.
I am running 14-16psi peak (depending on elevation), 9.5:1 compression, .525 lift cam and 104 unleaded at the track.
I seen a couple guys in national dragster advertising mild BBC/procharger setups for super comp cars so maybe it will catch on in the future..
I think a big procharged fuel injected car with a mild 440 BBC or something on 110 octane could make an easy 1000fwhp and run for years without having to wind it to 8000rpm or have a big valve spring eating cam or high dollar heads and be pretty cosistent. Especially with a good engine management system like a BS3, Gen VII DFI or FAST. right now on the stock PCM I have to change the fueling if there is a big weather change manually, not a problem if it gets hotter (car just slows down) but if it gets way cooler I could go lean.
I am running 14-16psi peak (depending on elevation), 9.5:1 compression, .525 lift cam and 104 unleaded at the track.
I seen a couple guys in national dragster advertising mild BBC/procharger setups for super comp cars so maybe it will catch on in the future..
Thread Starter
Teching In
Joined: May 2005
Posts: 36
Likes: 0
From: Florida
Thanks everyone for the replies! I have been doing a lot of reading hear and anywhere I can find material on this subject and like you have said KP a few comp cars are starting to run these combos with a procharger. This really is what has got me thinking of just how to do this.
Another question I have is what combo for my given engine would you all suggest and what are some of the pros and cons of ProCharger vs. Vortech? Thanks again for the help.
Another question I have is what combo for my given engine would you all suggest and what are some of the pros and cons of ProCharger vs. Vortech? Thanks again for the help.
