Ohhh boy ……
Well now, are you ready to answer a lot of questions..
It all begins with, Street, Street / Strip, or Race Only?
Manual, or Automatic Trans? Street strip but have a high tolerance for shit drivability 😁. A6 with stage 4 CDT kit as well as their converter 6L80 PRO SERIES triple disk 265MM 3A 2800ish stall
Then, how much HP are you after?
Real HP & Not Internet HP..
More than I have now without spending the big money on blower/ more cubes
What engine rpm are you going to shift at? 6800
This introduces many variables which need to be sorted, as well as your blower. Synergy max effort with 2.3/9.5 setup running ignite red or renegade pro E112 …. Depends on what barrel I get cheaper
CID along with_Bore, Stroke and Compression ratio. . .Please..lol -factory config B-15
Well, we have to have a HP Goal, or we are shooting in the dark..lol
The 6800 rpm is a beginning. as that along with a cylinder
head that flows about what a stock LSA Head flows, will
get you in that 660 HP range, with the proper fuel and mods.
If I were going to run E112, then I certainly would 'bump' the
compression ratio, and would most likely start with a more
moderate pulley setup.
Running a higher static / geometric compression ratio brings
with it higher efficiency, regarding the percentage of the
mass charge that will burn, as well as how fast it burns.
We all understand static compression / geometric compression Cr.
Understanding trapped compression is a little more difficult.
If we increase Volumetric Efficiency (VE%) sufficiently we can
increase the Trapped Compression. So sufficient VE% can
then serve, to generate a higher compression ratio, over and
above, what an engines static compression ratio is.
This is because fuel, takes up room within the combustion
chamber, which in turn, decreases the volume of the
chamber, when the piston arrives, at TDC on the
-a roots blower ain't a turbo-
Pushing in more air with a turbo, means you
can increase the mass entering the cylinder,
by 2 - 3 times, easily. This greatly improves HP,
as a turbo is highly efficient.
So we decrease static / geometric compression,
in favor of increasing the mass flow rate, and we
over fill the cylinder by some given percentage (VE%).
-roots blowers are not efficient-
Pushing in a lot more air, with a higher pulley ratio, using a 'too' small of a roots blower, simply means you are going to have to spin an inefficient blower, which generates much heat as is it pushed to it's limits. This then, is an inefficient means of overfilling the cylinder (VE%).
Move up to a better blower, better cylinder heads,
and an optimized cam, and with that fuel, you could
easily see +850 rwHP .
-a look at VE%-
Some wonder why I continue to use an NHRA Pro Stock 500 NA CID engine as my model.
Here's why. . .
These engines make about 1500 fwHP, shifting at 10,500 rpm
That's 3-fwHP / cid.
Let's calculate how much cfm these engines must inhale, in order to product that much fwHP.
This begins by understanding how many 'Equivalent' engine rpm it requires, to inhale that much air.
=> (1500 * 1.5 * 3456 / 500)= 15,552 rpm.
=> (500 * 15,552 / 3456)= 2,250 cfm.
But they shift at 10,500 rpm. . .
=> (500 * 10500 / 3456)= 1,519 cfm.
And the ratio of VE% is. .
=> (2250 / 1519)= 1.48 VE%
Therefore, the static / geometric compression ratio, will rise
proportionality, and the engine then becomes more efficient
Static compression ratio in the engine I am familiar with
is 15.2:1. But the 'Trapped Compression is 17.2:1.
Again, this is accomplished with an 'Efficient'