Limiting CFM on Supercharger

[Blown70]

Ok,   Well I have learned that I will have to limit the CFM on my intake for the supercharger.   Now   what is currently done on the ENDERLE style is they weld a plate in the non-active hole.   Most run with two active.   approx 2300 CFM.

Now.... Can I limit this by use of a blower restraint?...   Meaning custom make the restraint hole the size I need for the CFM flow.... keeping in mind this mounts under the FUEL injection plate......?

Thoughts?

I know this was not the purpose of them,   However the gentleman that makes them suggest this would work.....ANYONE..... Ken, I know I know......just use carbs....


Blown70

[John_Kunkel]

Why not just run the blower slower? (underdrive pulleys)

[Blown70]

Well I was told you had to limit the CFM from the top,  The top I want to run would flow 6000 CFM.... Way to much to keep up with the EFI.

I spoke with Craig at BDS now I have even more questions.

[Blown70]

Why not just run the blower slower? (underdrive pulleys)

Well after speaking to several ..... one would not be able to underdrive it enough, or so much so that I would have NO boost from the supercharger.   I may have found a way to make it work..... but I will have to flow it to see.

The linear circumference is just to great..... once the throttle was touched it would give the motor 1/3 of the throttle  meaning the motor would go from 200hp to almost 500 horse.  It would be like riding a bucking bronco.  6 degrees of blade movement would open the blades and then look out.....

I now understand the THROTTLE SHOT with the blade opening on efi and THUS why mecanical injection is too wild for the street....

BLOWN70

[John_Kunkel]

Why not just run the blower slower? (underdrive pulleys)

Well after speaking to several ..... one would not be able to underdrive it enough, or so much so that I would have NO boost from the supercharger.     I may have found a way to make it work..... but I will have to flow it to see.

I have a problem accepting that. If the supercharger supplies more cfm of air than the engine could normally aspirate, there will be boost.

I would also disagree that mechanical fuel injection (Hilborn, Enderle) is "too wild for the street". Either can be set up to drive as smoothly as a carburetor. 

[Blown70]

IF that is the case.... your hired.....


Tom

[Blown70]

John,

Sent you a PM,  If you have a wealth of knowledge please share.

I spoke to Craig at BDS,  thus he makes good points..... however, I am willing to listen....

I am pretty sure I know how to limit the "shot" from the blade opening.

Now I have been told by everyone that I have spoken to the Mechanical will not work on the street.... if you know how it would make this a whole lot cheaper.  I was told they will idle, and work well at wide open but are not very driveable.?

Again,  I am not saying you are wrong at all.  I just need to learn as much as I can before I put a Hemi together.

Thanks

Tom

[cudaken]

 Tom, have you called Leo? I posted his number some time ago. Have you contacked East coast yet?

God, I know what kind of phone call you are getting. After you are done, you still have no clue as to what you where told.

                                Ken

[Blown70]

Ken,

Right now I have the engine builders, mert littlefield, and everyone telling me to run 7.75 to 1 compression.  And a 10/71 Supercharger,  Now Craig who has a lot of knowledge says no run 9 to 1 and that way you run a 8/71 and do not have to twist the supercharger thus not building the heat in the charge like the engine builder speak of....  It really has to do with FINAL COMPRESSION after the charge....and of course meaning the amount of boost...

So,  LETS see FHO, MEW, MERT, all say 10/71 yet bds does not....I wanna FLIPPING RIP my hair out.

I can see this will be a do it the way I am going to and learn, now I do NOT want to run the same ENDERLE that everyone has.  I want someone to see mine and say I have seen a blown hemi but not LIKE THAT.....   I personally think I can do it..... However I am speaking to another famous BLOWN injection shop tomorrow....

I will be bald when this car is done....

[cudaken]

 Yea Tom, you doing what I did, getting to many cook's involved in the stew.

Remember when you first posted about this project and I told you to pick one comany and use them? That is why. More than likely all of what they are telling you will work.  But when you start talking to every one it makes you head hurt.

Hope your project goes better than mine, right now a stock 318 sound's pretty good.

                             Ken

[Blown70]

Yea Tom, you doing what I did, getting to many cook's involved in the stew.

Remember when you first posted about this project and I told you to pick one comany and use them? That is why. More than likely all of what they are telling you will work.   But when you start talking to every one it makes you head hurt.

Hope your project goes better than mine, right now a stock 318 sound's pretty good.

                                           Ken

Yes, the problem is the ENGINE BUILDERS AGREE, even mert littlefield (according to several the best in the business).... BDS, does not.  They are the supercharger specialists....   However they do say they can work with what I want....  I still say I can get the intake I want to flow I will just have to TEST it first.

Heck,  I almost need the motor to be a REALITVE DOG on the street.  The basic 528 should be 913 hp underdriven..... Then of course I could over drive it   THESE # were according to Craig...

YES A 318 or /6 sounds good....right about now.... heck maybe a 2 barrel 318

[John_Kunkel]

I am pretty sure I know how to limit the "shot" from the blade opening.

Not sure what you mean be "shot".

Now I have been told by everyone that I have spoken to the Mechanical will not work on the street.... if you know how it would make this a whole lot cheaper.   I was told they will idle, and work well at wide open but are not very driveable.?

I hear that a lot but it's simply not true. The mechanical fuel injection is constant flow, the pump delivers "X" amount of fuel with each pump revolution, fuel that is not needed by the engine is returned to the tank. One problem with running it on the street is the need to have the fuel supply tank very near the pump, the best way to do this with a rear mounted tank is to use an electric pump to feed a small front-mounted header tank with a float shutoff valve.

There are two ways to control the volume of fuel to the engine, the barrel valve and the return orifice or "pill". A secondary bypass can also be added to the system; the secondary is controlled by spring pressure on a poppet valve.

In many cases where the injection seems to work only at idle and WOT, the wrong type barrel valve is installed. The barrel valve has a tapered slot machined in the periphery, as the valve rotates it exposes more of the slot to the incoming fuel. The shape and depth of the slot will determine how much fuel is metered for a given throttle blade opening, a slot that is deep and wide at mid throttle openings will tend be notchy in fuel delivery and will seem to go "instant on".

With the correct barrel valve and pill and a correctly set up secondary bypass, mechanical fuel injection can be tuned to drive just like a carb.