Dual Power Adders-Ad a Turbo to my Kenne Bell?
07-15-2007, 10:54 AM
#22
It will definately work. I was going over your setup in my head and figured you should be getting 11psi with that combination. Do you have a vacuum port directly at the supercharger inlet that you can connect a MAP sensor or a guage to? (between throttle body and compressor) Twin-screw compressors are sensitive to starvation at the inlet. I have a feeling it's pulling vacuum at WOT and needs less intake restriction.
07-15-2007, 12:36 PM
#23
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I don't think I have an inlet restriction. I am using the KB Blowzilla inlet manifold. It was cut in half and widened by a full inch. It should flow over 1500 cfm. My BBK Cobra throttle body 65 x 65 flows 1350 cfm. The intercooler and 3" pipeing flow over 1500 cfm. I have 5" inlet tubing and proper sized K & N to feed the throttle body. I think the extra cubic inches, ported heads and intake use up the boost. Also you will notice I am not using a 114-116 degree centerline cam. Clay Smith selected a 110 installed at 107. This lowered the high EGT's (1500-1600), that I was getting with a previous 114 cam. I think the extra overlap on my cam is also bleeding off some boost. My truck is at Silver State Motorsports @ The Las Vegas Speedway Complex right now. It is there for a new dyno tune. I have changed the SC, intercooler & intake manifold since the previous one. Their speciality is turbo systems and he is thinking the right turbo could work on this as well. He is going to dyno the truck first, get an accurate boost reading and then make a reccomendation. I will hopefully know by the end of next week.
Last edited by 408 Sleeper; 07-15-2007 at 02:32 PM.
07-15-2007, 03:39 PM
#24
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This is becoming pretty common. Hahn Racecaft has a kit for it for the LSJ. Detroit used to use a compound system on some of their old diesels which i highly suggest anyone who is intersted read up on. It was a marvel waaay before its time. The turbo pushing on the supercharger actually puts power back into the system through the belts. So instead of the crank driving your supercharger and accesory's it is now the turbo boost spinning the supercharger that is driving everything actually taking stress off the crank. When dealing with a compound boost setup. You need to know the CFM of your engine and supercharger combined to get an idea of what turbo you need. I can give you more when i get home from the shop to give you some calculations for what you need. You'll need a BIG peice of paper and a new pencil.
07-15-2007, 08:32 PM
#27
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Originally Posted by 99RCSB
....Detroit used to use a compound system on some of their old diesels...
