Can we add Superchargers?
 

Can we add super charges to this combo without making
major changes to the internals?

540 bowtie block tall deck
lunati crank 4.250 stroke
manley h beam rods
ross forged racing pistons flat top
merlin rectangular port cast iron heads
merlin single plane intake
crane hydraulic roller camshaft #13741 296 112 lobe sep 610/632
8.9 compression
comp cams roller rockers
holley 1050 dominator
msd ignition

I would like to achieve approx 900 reliable HP
running approx 6-8 lbs boost with 92 octane fuel.

some of the changes I am considering is replace the valve springs, replace the roller lifters with some Iskys.
There is approx. 100 hrs on these engines.
Replace the exhaust valves with Iconnel valves and do the appropriate valve job.

Please respond with your recomandations and opions.

Thanks in advance.

That looks very similar to my internals. I am running a M-4 procharger/ AW-504 intercooler with 9.0:1 compression with 5-6 lbs boost. I would say yes, but would recommend an intercooler. I am not running aluminum heads, but they are good for an additional 1 lb of boost. See if Dave F replies, I bought my M-4 from him. I would think this coupled with Tomcat's R-tech cooler/carb box would be the ticket.

I agree with what Aggressor says, I think that with your heads you are only going to get about 800hp at max. I do not like seeing that much compression but as you see others have done it with no problems

Thanks for the replys.
One consideration was a 8-71 blower with the blower shop intercooler a must. I forgot to tell you that one Engine is counter. I am having much better support
as to spinning a Standard type blower the wrong way.
I have contacted Procharger numerous times for support on this but no luck. I would imagine the bracket that holds the procharger to the engine block would have to be "mirrored" and the procharger facing the other way, but no luck at procharger supporting this.

With a compression thickness Head gasket of .035
the nominal compression is on the High Side
at 8.5 to one. Anyone ever use a Copper Shim like perhaps a Clark. Adding that to the heads could
lower the compression.

Im considering

8-71 Blower shop blowers
Super chiller
Shimming the Head gasket to lower c/r
6-8 lbs boost max
twin 9377 dominators each engine. (have 2 already)

Perhaps a different cam??

Please respond with any suggestions.

Call Dustin at Whipple. Check out the quad rotor supercharger system. I believe it will make at least 1000 hp on pump gas on your motor.

Not to mention how impressive they will make those motors look !!!:D :D :D

caveman: Those are great engines to supercharge with the changes you mentioned. The cam is fine. I have three good reasons for going with an Rtech Supersytem:

1) We use the Vortech V-7 compressor which is rated for 1000 HP and is available in counter rotating.

2) My box is not a casting so I can make it any size to fit the Dominator carb and even a larger intercooler if needed.

3) If you want that power level with that compression ratio and those heads you need to keep the intake charge air temperature as low as possible to avoid detonation. That means lowering resistance to air flow and spinning the blower as slowly as possible. That's what our Supercooler is all about.

Other than the traditional look of a roots style blower, IMHO they are less desirable in this application. I would rather see you with centrifugal or screw compressor. Look at Teague's new Whipplecharged 800 and 900 engines in this month's Powerboat. And take a look at the Rtech thread for more info on our recent boat test.

I am using that cam & it idles good, I can get idle down to 600 rpm in gear.

Turbojack,

I am using that cam as well... aren't you worried about reversion at 600 RPMs in gear? I certainly am, and even though I have my idle set a 950 in neutral, I drop to 600 once in gear. I have seen some angry faces as I go through a no wake zone since i bump the throttle up to 1000 in these areas (1000 RPMs + 28" bravo + 1.25 gear ratio = approx 8 MPH which = big wake) :eek:

Caveman, don't use a thick head gasket to lower compression. All that does is reduce quench and cause more detonation. If you go to alum heads, you can order ones with larger chambers and get better heat dissipation.

For the 2 years & around 100hrs+ I have had this cam if I am having a reversion problem it is not showing its face. The amount of time I have it idle that low are few. When going thru no wake area I usually up idle to 800

Just got off the phone with Dustin at whipple does not support counter rotation.

Thanks for replying

Glad to hear that Turbojack. This engine/cam combo is new and I feel a little better now. I have had reversion problems in the past and I guess I am just a little paranoid.

If you have the heads off why not consider grinding your current pistons down and putting new main bearings in. It would be best to check your lowers anyway.

Dont need Dominators on that set up imho.

After complete disassembly of the engines and heads.
Cc'ing the merlin heads produces 116 to 118 cc.
According to Ross pistons with the original pistons
the static compression at 0 deck height would be 10.2
to 1. way to high to supercharge. I asked Ross pistons
If I could mill the pistons down to a acceptable comp
ratio. No Go . So New pistons were made by Ross.
the weights of original pistons were 694 grams. The weights of new are 704 grams. measurements of original to new are within .002. pretty much exact other
then the -28cc dish in the top of piston. The static compression now should be pretty close to 8.0 to 1.
The net diameter of the pistons are 4.492. The finished bore size is 4.499 to 4.500. This yields a total of approx.
.008 piston wall clearance. Pretty close to what i was running normally asperated. Ross racing wants that
.008 clearance with a raw water cooled marine supercharged block. The blocks and cylinder walls have approx 80 hrs n/a running time on them. Prior to that they were completely rebuilt. Boring with torque plate rods resized. line bored, decked. internally balanced.

I am replacing the rings with plasma moly speed pro rings file fit. you know the ones with plasma moly on top then the black cast iron second one, then of course std
tension double oil rings.

My questions are....
What ring end gaps?
What "clock" to set rings at?

Now this is the most important the cross hatches from the original bore are still apparent. I have two types of
Honning devices available the blue point three point
#400 grit. or the silicon carbide #180 ball hone designed for producing a 45 degree cross hatch.
Depending on who I talk to. They say use one not the other. Some even say not to use either. It must be
done on a engine borer.
In my school of thought and if money was no object
I would have brought them back to the machinist and did the three step boring process and got the new pistons 30 over. Rough bore, finish bore, then finish
pass the cross hatches.

Has anyone ever used a three stone or a ball Hone
to add cross hatces to somewhat fresh cylinder wall?
when installing new rings.Will this work????

Sorry, I'm so dam long winded!!!

Please respond with your Ideas or suggestions
Gerry

I don't think anyone makes a blower for reverse rotation.

thanks for the response.

I have a set of mooneyham 10-71's that should go on these 540's nicely.
On roots style blowers most front casings are symetrical
just swop them over and it drives the opposite
rotor. Install new vent because now its upside down.
;)

Gerry

I decided to use the silicone carbide ball hone.
It achieved a cross hatch pattern in approx 25 seconds.
I am setting thee ring gaps at .028

Why run a counter rotating engine?
 

Why would you run a counter rotating engine? I do not know any one that has a big HP engine that would do this. Change it over. Everything works better the same rotation and is far cheaper.

The boats running Arneson ASD8's surface drives.

I know it would be easier.