No problem. Rick is a straight forward guy, who I've met in person, and has always said that his combo's don't always make the biggest numbers but they do make the numbers that he advertises.
Good luck with your build!
interesting article thankyou
if you hate cowl hoods going to a bigg KB is outta the question
No problem. Rick is a straight forward guy, who I've met in person, and has always said that his combo's don't always make the biggest numbers but they do make the numbers that he advertises.
Good luck with your build!
we had that exact blower in our old boatDon’t take this the wrong way, but it really doesn’t matter where you worked to be quite honest, You still seem to have missed the point I was trying to make. You literally don't have the real estate in the oil galley on an OHV 302 to work with that you do an OHC engine. Yes, it requires approx a 7” cowl hood in a Fox body (at least that what was needed with MM&FF’s Project Frightning a couple years back) with a complete lightning engine, but we’re talking lightning blower and intercooler with a custom manifold on an OHV engine….not an OHC. Its gong to be considerably more than just 12 or 13” of Blower + Brick in over overall height…especially when you consider having to factor in the actual manifold itself into that equation.
Take a good look at Frightning and try to visualize what it would need to look like with the need for even more hood clearance?!?
…and this was bolted to its original 5.4L SOHC engine, with their original use of a 4” cowl hood
The OHV engine doesn’t have a deep intake galley to work with like the OHC does. You’d have to increase the intake height and therefore the brick and blower height considerably just to elevate the intercooler brick high enough in the galley to keep it from sitting on top of lifter bosses. On top of than, you’ve got 16-pushrods in close proximity also in the way, which requires even more elevation still. You’d actually be further ahead with a 351W as a custom set up than you would a 302W, since you’ve got an extra 1-2” of width to work with.
Here’s another example of a 6-71 on a 351W intake.
Even if you disregard the top feed carb inlet, the physical size of the 671 isn’t more than about 2-3” taller than the 2.8L H. Take into account that even with the difference in height, the picture blow has zero provision for another 7” of intercooler brick and increased manifold depth and there’s no way you’re getting that thing under a 4” cowl hood. Not in this lifetime!
No, I stand by my original statement of at least 10” of cowl hood needed to make it work.
I might get flamed out of this thread for mentioning this, but with an aftermarket block, a lofty power goal, the funds to do it, and a desire to be different, why not consider compound boost? It interests the living hell out of me, personally. Have your cake and eat it too. I'm not sure how well a compound boost setup would take to a road race application, but the power they make is astronomical. You could have the flat torque curve of the KB on demand in the turns and be in boost with the turbos in the straightaways. You'll also be alone at every car show you ever go to once you pop the hood. Worth looking into, maybe.
Flame suit on.
No flame suit neccessary. Thats a sweet idea. The only problem you'll run into is keeping the intake charge cool, and of course, a lot going on under the hood. I like it.
Wrap the headers and downpipe, jet-hot coat the cold side, turbo blanket, etc.
You wouldn't even necessarily have to do that if you went with some form of rear mounted set up.
My buddies '82 GT had a very mild carbeurated 351W and home built rear mount twin-turbo system made up for it. It was also cooled with water/meth injection His very first time at the track on a set of Nitto 555R's he ran a 12.2-@117mph. That was untuned and with next to no timing.
Sounds like a killer setup your buddy was running! I'm curious to hear your opinion on the compound boost scenario, as well as Chris's (fastdriver)...
Sounds like a killer setup your buddy was running! I'm curious to hear your opinion on the compound boost scenario, as well as Chris's (fastdriver)...
I give you one point for outside of the box thinking...+1
Unfortunately, though I hate to be the pessimist, I think this is a bad fit for this application.
First, for the purposes of this car, the extra weight would again hurt more than help.
Second, they're less efficient than using a single power adder (the reason you see huge power from compound setups (blower+turbo) is due to the cubic dollars invested in the projects. I seem to recall a recent, in the last year or so, magazine article where they tested a compound setup vs. turbos vs. superchargers. I know that the turbo combination made the most power. I don't remember if the blower combo made more power than the compound combo. The only merit I see to doing this is that you'd change the overall shape of the powerband. Like you said, you'd have the low-end grunt of a PD blower and also the added effect of turbo once it builds boost.
Third, extremely complicated engines require complicated tuning and uncomplicated racing. The nature of road racing: high-winding long-durations at full-throttle would be absolute torture for this motor.
Forth, you'd need a deep pocket-book to put something like this together. We're talking custom fabbing, an awesome stand-alone and a lot of tuning time, plus the cost of the power-adders.... ouch!
That said, even though you'd be all over the track (over-powered) and it would push like mad through the turns (under-balanced), it would be the talk of the track and people would come to have their pictures taken next to the crazy son-of-bitch that built and drove it!
we had that exact blower in our old boat
Would that thing fit under a stock hood?
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