Kenne Bell install with numbers now as well.
09-26-2008, 01:36 PM
#221
Hopefully you'll be able to put a little more timing into as well.
Side note, what are the changes you made to the heat exchanger if any? I remember reading that you changed some things to get low IAT's. G-Force just had a 408 w/2.6L and it made 699rwhp on 13lbs. and they used a LFP (Lightning Force Performance) heat exchanger and 03 Cobra pump. Which I believe was on 93 octane and NO meth/alky. I really don't think your gonna have a hard time getting to 750 at all...
Keep us posted! Actually don't post, finish it then post.
Side note, what are the changes you made to the heat exchanger if any? I remember reading that you changed some things to get low IAT's. G-Force just had a 408 w/2.6L and it made 699rwhp on 13lbs. and they used a LFP (Lightning Force Performance) heat exchanger and 03 Cobra pump. Which I believe was on 93 octane and NO meth/alky. I really don't think your gonna have a hard time getting to 750 at all...
Keep us posted! Actually don't post, finish it then post.
09-26-2008, 01:42 PM
#222
Waiting on two items for the fuel system so I have a chance to post up. I have the AFCO heat exchanger and will now also have progressive meth as well so we will get a little more aggressive on the engine side and keep boost to a minimum.
09-28-2008, 02:50 AM
#223
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It was 16 psi on my 402 with a 230/234 cam and 91 octane pump gas..
We ran 18psi, and broke 900 but I aborted the run at just over 4K cause I was a puzzy..
The 3.3L and/or 4L whipple does not make more power than the KB 2.8H. Been there, done that..
Andrew, if you dont pull 750, i'm gonna slap you..
We ran 18psi, and broke 900 but I aborted the run at just over 4K cause I was a puzzy..
The 3.3L and/or 4L whipple does not make more power than the KB 2.8H. Been there, done that..
Andrew, if you dont pull 750, i'm gonna slap you..
We just don't know at this point. The only example so far in "high boost" application on the two boards I know of was Jeff's 408 and it saw 17-18 psi and made the 800 number. He said they did not push it beyond that as far as I know but he did tell me the blower wasn't anywhere near its max. That is why I said this year (before the snow) we will see how efficient it will be with tuning up to the 750 number with as little boost as possible.
09-28-2008, 01:42 PM
#226
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That 238/248 is a good cam for centri blowers, im sure a pd will love it too, good chop to it
09-28-2008, 01:54 PM
#227
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Is it just me, or is that a NASTY crack in the block?? I'd swear thats a huge hairline crack. (2nd main from the front of the picture, on the left hand side.)
09-28-2008, 02:15 PM
#228
Hey Jeff did you ever get any track times with your setup? Also I would like to know how the 2.8 kenne bell is better than a 4L whipple? I'm not saying your wrong I Just havent even heard of one being produced yet and would like to know what your numbers were with that setup.
Last edited by Nwmembr19; 09-28-2008 at 02:20 PM.
09-28-2008, 02:47 PM
#229
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No, with my first setup, it was 99% R&D. We never kept it in 1 piece long enough to track it. If I hadn't torn it apart 900 times, the LS based KB wouldnt be anywhere near where it is now. Everything from the intake, to the bracket system, pulley system, tensioner system, and heat exchanger is my design..
Just wait till you see my new brackets next week..
We have actually tested 3 different larger twin screws. All 3 were prototype designs. 3.3, 4.0, & x.x..
Due to it being propriatary R&D info, i'm not at liberty to divulge the info. But what I can tell you, is that there is a point in time where the blower is just too large for the motor. We were not able to get the rotor speeds high enough to produce significant power. The power delivery was sluggish. Also, when we tried to overspin the blower by reducing pulley sizes, the shear size of the rotors, and rotating mass causeed a tremendous amount of drag on the belt system and caused severe belt slippage.
Currently, some different gearing ratios are being played with to aid in rotor speeds. Also, the cast case is not stable at high rotor speeds. If you saw the internals of the larger blower, you would be amazed.
In the end, we foun that the KB 2.8H w/billet case was far superior, and made the most power with the least amount of modifications. The larger blowers flat WILL NOT fit in ANY late model GM vehicle..Not a chance in hell.
Trust me, we did everything we could to accomodate it, and it wont work.
Andrews (Z06psi) blower is not a "Traditional" 2.8H blower. Its the very first prototype that has a few extra little Tweaks It is capable of handling anything he throws at it. Not to mention, its been built to run to 24,000 rpm's without coming apart.
Just wait till you see my new brackets next week..
We have actually tested 3 different larger twin screws. All 3 were prototype designs. 3.3, 4.0, & x.x..
Due to it being propriatary R&D info, i'm not at liberty to divulge the info. But what I can tell you, is that there is a point in time where the blower is just too large for the motor. We were not able to get the rotor speeds high enough to produce significant power. The power delivery was sluggish. Also, when we tried to overspin the blower by reducing pulley sizes, the shear size of the rotors, and rotating mass causeed a tremendous amount of drag on the belt system and caused severe belt slippage.
Currently, some different gearing ratios are being played with to aid in rotor speeds. Also, the cast case is not stable at high rotor speeds. If you saw the internals of the larger blower, you would be amazed.
In the end, we foun that the KB 2.8H w/billet case was far superior, and made the most power with the least amount of modifications. The larger blowers flat WILL NOT fit in ANY late model GM vehicle..Not a chance in hell.
Trust me, we did everything we could to accomodate it, and it wont work.
Andrews (Z06psi) blower is not a "Traditional" 2.8H blower. Its the very first prototype that has a few extra little Tweaks It is capable of handling anything he throws at it. Not to mention, its been built to run to 24,000 rpm's without coming apart.
Hey Jeff did you ever get any track times with your setup? Also I would like to know how the 2.8 kenne bell is better than a 4L whipple? I'm not saying your wrong I Just havent even heard of one being produced yet and would like to know what your numbers were with that setup.
09-28-2008, 02:58 PM
#230
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I'm sorry, I should have clarified. It was 900+rwtq. (If memory serves me right, it was somewhere around 908rwtq.)
The The hp was somewhere around 875rwhp. But to be completely honest, that was also 100 octane race gas from the local Rebel gas station, and 1 can of torco.
Yea, i'm excited about the new cam. I think it will work perfectly with our 245's, and 2" headers..Were keeping our lift low though. Its right at .60x/.60x on a 114
PD blowers love 8-12* of split. I figured 10 was right on. But i'm considering starting out with a 236/244. I'm not 100% sure where I want to go with it..Were just looking for a nice, solid power curve that sacrafices power below 3K, and runs to 6800.
The The hp was somewhere around 875rwhp. But to be completely honest, that was also 100 octane race gas from the local Rebel gas station, and 1 can of torco.
Yea, i'm excited about the new cam. I think it will work perfectly with our 245's, and 2" headers..Were keeping our lift low though. Its right at .60x/.60x on a 114
PD blowers love 8-12* of split. I figured 10 was right on. But i'm considering starting out with a 236/244. I'm not 100% sure where I want to go with it..Were just looking for a nice, solid power curve that sacrafices power below 3K, and runs to 6800.
