[242177P]

Originally Posted by 4zpeed

Sorry not try'in to get greedy. ok maybe a lil bit ...

As long as we're asking Santa for stuff, I want some
of those stickers. It was a weird look at first, but it's
really starting to grow on me.

[darbikrash]

LoL. It’s like chicken pox. I think it’s contagious as the other valve cover got them too.

[hojs69]

When is the dyno session?

Thank you.

[darbikrash]

Dyno session was yesterday, at least part of it. Brought everything to Westech and had the N/A motor up on the dyno and ready to fire within about 90 minutes. As this is a brand new engine, the plan is to break in the engine with a carb and then switch out to the blower.



I had the N/A setup rigged with the COP ignition and ECU for timing only, so after break in and initial baseline pulls, we could just remove the single plane intake and carb, bolt on the blower, hook up the belt and the injectors, and begin making boost.

I had two days booked, the first day was to be N/A, with the second day for boost.

The engine fired first try, with everyone skeptical of the digital ignition- but it was within a few degrees after we put a timing light on it to confirm commanded timing was the same as measured timing.

We ran a break in cycle on the dyno, and the motor looked pretty good with absolutely no blow by, and good (measured) compression. We ended up with 40 degrees timing for the best numbers.





Best HP was 419.3, torque 497. This is a 8:1 motor with bone stock 112 cc smog heads, so that's about right.

We did have an issue with the lifters, I used the new Comp Evolution hydraulic rollers and we had significant trouble with the bleed down rates. We tried a number of different lashing strategies and just could not overcome the bleed downs to a point where we could rely on consistent valve lash.

When a valve goes out of lash on a high load dyno pull, the cylinder immediately goes lean- not something we want to chance with a supercharged application. After some discussion with Steve Brule, we decided to postpone the forced induction pulls until I can switch out the hydraulic roller lifters for solid rollers.

Next dyno session is in 3 weeks. Stay tuned.

[Baron Von Zeppelin]

455 with 4X -112cc chambers , unmodified heads @ 8.2 : 1 CR
Old Faithful 2 , roller cam with hydraulic roller lifters
SpeedMaster single plane intake
Holley 950 XP carb

419 HP
497 TQ
Baseline

This will be very interesting
That engine should be able to run 87 octane , or maybe 87/89 mixture.

[Baron Von Zeppelin]

darbikrash is this engine going into a 65 GTO , or 69 Bird , or is it just for testing purposes ?

[darbikrash]

Originally Posted by Baron Von Zeppelin

darbikrash is this engine going into a 65 GTO , or 69 Bird , or is it just for testing purposes ?

After all the testing is done, I'll likely put it in my '65 GTO.

[grivera]

What an awesome build!! Sorry to hear about the Evolution lifters as I thought they’d be a good option moving forward. What is the open spring pressure?

[darbikrash]

Originally Posted by grivera

What an awesome build!! Sorry to hear about the Evolution lifters as I thought they’d be a good option moving forward. What is the open spring pressure?

200# on the seat, 420# open.

[JLMounce]

subscribing. I'm definitely interested in this!

[gtospieg]

Very cool...waiting to hear about the boosted pulls...and more on the lifters.

[grivera]

Thanks

[Jim Robertson]

darbikrash,
Following very closely… but have not seen any updates in a bit.. Any news? Good or bad?
Thanks Jim

[4zpeed]

___ ___


Frank

[darbikrash]

Yes, plenty of news, most of it good. I've been pretty busy with all this so here are a few updates.

I went back to the dyno after the failed Evolution lifters, I swapped out the lifters with solid rollers and added new pushrods to take up the extra clearance caused by the shorter solids. This time I showed up with the blower mounted and ready to go. The valvetrain was bullet proof, all of the mechanical issues from the first dyno session went away by adding the solid rollers lashed to .005" cold. Ran like a new motor.

After the last dyno pull, I drained the oil and cut open the filter. Nothing at all on the magnetic plug and the filter was clean. Prior to replacing the lifters, I thought I'd do a cylinder leak down test just to be sure nothing had happened to the valvetrain, bent pushrod, bent valve etc. As this was the first time I'd used gapless rings I was also curious as to how well they seated. The results were impressive, I've never seen leakdowns rates this low, right around 1% for all cylinders. Suffice to say I am now a believer in gapless rings- very happy with this especially after what I will call an abusive dyno session.

Here are some photos of the most recent dyno session with the supercharger mounted and making boost. The previous session was N/A:





So a lot went right, but we encountered a high speed miss which we attributed to an ignition problem. Most likely an RFI problem due to all the high voltage wires draped near the coils and injector harnesses.

We tried quite a few things but could not resolve the misfire so we couldn't really put any timing into it. Here is where the 8 channel Lamba really paid off.

We had O2 sensors in each of the primary tubes (not seen in the photos above). We could see from the live O2 readout when a cylinder would drop out, it was totally random, we switched coils around and still random cylinders dropping out.

The fix was/is to switch to a crank trigger, as the best guess was the crank signal was getting interference via the dual sync.

But we made boost, the puny pulley I had on for the first pass made 3-4 psi (just as the Sim said it would) and the idle bypass in the blower also worked perfectly. We had 14" of vacuum at idle, the second you move off idle it goes to instant boost. I have pulleys to go well over 22 psi when we get to that point.

The belt drive was a success, it worked fine and the heavy duty tensioner did it's job. The hidden injectors and fuel rails also worked perfectly, no fuel leaks or any other leaks for that matter.

The intercooler also worked well, we had a maximum IAT of 103 degrees Fahrenheit even after heat soak.

The issues we had were not supercharger or engine issues, but EFI issues. My goal is to test out and prove an entire system with all the EFI parts worked to offer a validated package, so I've still got work to do.

So you win some you lose some.

We wrapped up that day and I took the motor back to the shop to fabricate a new crank trigger system.

[hojs69]

Good stuff.

Care to share numbers, even with such a low boost? Would be interesting to compare to the NA values anyhow.

[darbikrash]

So a new dyno session has been scheduled and I have made quite a few upgrades, and have some new things to test. For this next go around I am bringing two complete blower setups, the first as before, the second setup with the injectors mounted over the valve covers in the traditional location for port injection on a V8. My risers allow for either location to be plumbed, either above the valve covers or hidden in the valley- buyers choice.

The first pulls in the next session will be using the above valve cover location as I need to validate that both locations work similarly.

Once I mounted the new fuel rails, the next order of business was to fabricate a new crank trigger. I came up with a pretty elegant system using the ATI damper to mount the magnets. ATI sells a replacement shell with the magnets already attached, so I just switched out the outer damper shell with the new one. They will put up to 12 magnets in the shell, or if you prefer will mount a 24 tooth reluctor. I just used 4 magnets, 90 degrees apart which is all you need for a 6000 rpm V8. But if you want 12 you can certainly get them. Note the sensor is a Hall effect which reduces sensitivity to RFI.

From there I fired up my 3D printer and made a few versions until I got one I liked that allowed plenty of adjustment. I used a high temperature polycarbonate so it will stand up to the engine heat on the dyno. For production I'll just make them out of billet aluminum on the 5 axis. Here are some pics:



The damper turned out really slick, you can hardly see the magnets. The raised diameter right next to the timing marks is where the magnets are.


Here it is with the harness connected:


And here are the raised position fuel rails:

[blueghoast]

Tease Tease Been watching this pretty close can't wait for the number's

GT

[JLMounce]

From your most recent post, I wasn't sure on this. Is the boost bypass open only at idle, or is it also open at typical cruise MAP readings? I would assume so, considering may cars will cruise at lower MAP values than idle, but never safe to assume.

[darbikrash]

You're exactly right, the idle bypass is open anytime there is vacuum greater than 10" /hg. I have the vacuum modulator calibrated where it starts opening around 8.5"-9", and is fully open at 10". This allows guys with something other than a stock cam to use the idle bypass.

This is an important feature, as this program is intended as a street supercharger. When the bypass is open, for example at freeway cruising on a level road, the supercharger rotors are freewheeling (no boost) and this takes only fractional horsepower to drive them which means good fuel economy and no blower surge.