Prochargers and cyl heads

[1KWIK72]

I noticed with forced induction that big power can be made with pretty standard cyl heads. Is there any advantage to starting with a better head to begin with? I have been kicking around the idea of a procharger for my 18* 406 for next year. I know new pistons, cam, carb, and fuel pressure regulator will be reqired in addition to the Procharger, but what other stuff will be required. Whats the typical cost to convert? Also what size procharger and will it need to be intercooled? What octane fuel would need to be run. I think I can get the compression down to about 9.5:1 or so depending on the head gasket. The motor in its current form makes about 800hp I would like to see some high 8s @3300lbs so it would take somwhere around 1100+hp What do you guys think?

Craig

[Jim Filipowski]

Blower engines like big heads. Turbo engines heads are a little forgiving. I had good luck with VP C-16.

F-2 Procharger It would get the job done. Intercooler would not hurt.

My 360ci small block with LT4 heads @ 18# boost made 1100hp.

[Ron Clevenger]

The advantage of better breathing heads shows up in actually a lower boost but increased power. The less restrictiveness also shows up in less intake charge temp. Also the overall chamber (including piston) design is important in making big power on gas for detonation reasons.
If you really want to get a good idea on converting your engine over cost wise, contact someone like Steve Morris Racing Engines for a package deal.
1100 hp would be a very conservative goal.

That's my thought's anyway.......Blessings.........Ron Clevenger.

[1KWIK72]

I called Steve last year about converting my old 23* motor over. I decided to go 18* instead but now the itch to go a little faster has got me thinking. It sounded like Steve really wanted to do the whole deal freshening the engine and all. The cost sounded a little steep (I ended up putting my entire 18* motor together for what he said it would cost). I would probably be more interested in putting it all together myself. I have a machine shop I am partial to and they take pretty good care of me. I see most everyone uses a 4150 carb, my intake is a dominator flange would that be an issue in a SB blow through combo? Also would the converter need to be tweaked for the blower or could I live with what I have (its pretty soft on the bottom now and really couples well through the middle)

Craig

[68Bird]

I called Steve last year about converting my old 23* motor over. I decided to go 18* instead but now the itch to go a little faster has got me thinking. It sounded like Steve really wanted to do the whole deal freshening the engine and all. The cost sounded a little steep (I ended up putting my entire 18* motor together for what he said it would cost). I would probably be more interested in putting it all together myself. I have a machine shop I am partial to and they take pretty good care of me. I see most everyone uses a 4150 carb, my intake is a dominator flange would that be an issue in a SB blow through combo? Also would the converter need to be tweaked for the blower or could I live with what I have (its pretty soft on the bottom now and really couples well through the middle)

Craig

I just converted my N/A 496 BBC over to a 498" with an F2, non-intercooled. Didn't do anything special to the motor, just new flat top blower pistons, Total Seal TNT rings, and basic freshen up. Got a cam custom ground by Jay Allen (highly recommended too btw). My 9" Hughes converter couldn't be tightened up enough so I got a new 9.5" from PTC. Bought a 1050HP Quickfuel 4150 style carb with a dominator base plate and sent it to Kevin at CSU. Already had a Magnafuel 500 and large 2 port reg. but most go with the Aeromotive 13202 bypass reg. For me, I'll also have to get a new ring/pinion due to the faster trap mph. Just the engine , carb and F2 kit will set you back probably $8k min. Then converter and maybe intercooler if you go that route could easily add another $2500.

[Moparchris440]

I noticed with forced induction that big power can be made with pretty standard cyl heads. Is there any advantage to starting with a better head to begin with? I have been kicking around the idea of a procharger for my 18* 406 for next year. I know new pistons, cam, carb, and fuel pressure regulator will be reqired in addition to the Procharger, but what other stuff will be required. Whats the typical cost to convert? Also what size procharger and will it need to be intercooled? What octane fuel would need to be run. I think I can get the compression down to about 9.5:1 or so depending on the head gasket. The motor in its current form makes about 800hp I would like to see some high 8s @3300lbs so it would take somwhere around 1100+hp What do you guys think?

Craig
you wont need 1100 rwhp to run high 8's at 3300 lbs, I run high 8's with 1125 rwhp at 4100 lbs

[1KWIK72]

I wasn't talking RWHP I was talking flywheel HP. What blower you guys think would work well F1R, F2? also what about my dominator intake will a dominator blow through carb be too much of a mismatch in this application? The other issue is compression the heads have really small chambers (52cc) so I would need a ton of dish to get the compression down.

[68Bird]

I wasn't talking RWHP I was talking flywheel HP. What blower you guys think would work well F1R, F2? also what about my dominator intake will a dominator blow through carb be too much of a mismatch in this application? The other issue is compression the heads have really small chambers (52cc) so I would need a ton of dish to get the compression down.

No, you don't want a Dominator carb. Get an 850 carb with a dominator bolt pattern on it. Or you can get an adapter.

[NPS Nova]

Craig,

FIRST, will this car be street driven?
SECOND, how fast do you want to go?:cool:

[1KWIK72]

Well, Its a little radical now for street driving (750+hp SB) But I assume with a procharger it may be a little more forgiving. If I do it won't be much maybe a cruise to the local ice cream shop or out crusing to the lot. I will probably race it a bunch both bracket racing and some heads up stuff (I put about 300 passes on it this season) Looking to run 8.90s in the heat and maybe a high 8.6X in good air. Basically I am looking at a move up from Stantons R/S class to S/S and maybe if I get crazy I may play a little in Outlaw 10.5. The car is only certed to 8.50 and I realistically don't see going faster than that at this point.

Thanks
Craig

[NPS Nova]

OK, now I can talk/type! You can get what you want with an F1-R if you want to. The OSCA guys are going there with the F1-R, and I think the fastest is 8.3?. With that being said, I think the easy way would be the F2 if rules allow it. 4150 style carb is all that's needed, but if you want the 4500 series, C & S makes a REALLY nice piece. Call Roger at C & S carbs. Or Even Bill Lutz on these forums as he's a dealer for them.

Steve Morris is good, BUT WAY pricey!!! To change that over with GAS, I would do the pistons, cam, carb.

The numbers your looking at are easy I would say. It might take some time and energy, but it can be done. John:cool:

[TheMyth]

1Kwik72,
Like the new look of your Nova. Runs very hard as it is. Yes, Steve Morris is definitely pricey, but he is also very knowledgeable. He has several combinations completely researched that work very well, and last a long time. You are of course also paying for dyno time that will get you ready to drop the bullet in the car. He has several custom grinds that he has worked out with Comp Cams. He could easily make the power you are looking for with an F1R as he did with Kyle Kirker's 360 SBC. But that would depend on what classes you would like to run. He made a very easy 835 flywheel hp with my 372 SBC on 93 octane pump gas with no timing retard, no intercooler with an F1R and only 12 lbs. of boost at 6500 rpm, which is all I asked for. I drive the car 70% street and love it. Only used a 750 Holley prepared by CSU.

[1KWIK72]

Thanks for the complements I called Steve again yesterday. To get 1200hp it looks like he could set me up with a Blower, cam, carb, carb hat, and an intercooler for just shy of 9k. I would still have to freshen my motor and drop the compression along with a new manifold for the 4150 carb. Plus all the plumbing and a new regulator and most likley a fuel pump. I am still in planning stages at this point. It sounds like I will have a pretty decent budget to work with I just want to make sure I can swing the whole deal and not go over buget.

[TheMyth]

Yeah, I was on a budget too, but ended up taking two seasons to get everything I needed, but that was because I kept finding different things wouldn't quite work right. I ended up going with bigger exhaust, different rear gear, and tighter converter, all of which weren't part of the original plan. I did a lot of swap meets and spent a fair amount of time on eBay to get rid of my old n2o stuff as well as the other the stuff I didn't need. Make your plans, and try to off some stuff to off set your budget, it will be worth it.

[1KWIK72]

Well the gear I think will be ok in my case if it goes high 8s it should come through about 7400ish. The converter I dont know it seems pretty tight to me right now I dont know what it will act like with another 400hp in front of it :D