Wait for it . . . soon many will tell you it's impossible, it can't work, it'll grenade, blah, blah, blah. And only a 540 can ever work.
Don't believe it, most have never tried and believe everything the read. Refer to the lead idiots on the "alky and 12* head argument".
It works.
Just not with the same combo of bolt togethers that the simple people need to rely on, you know, the "Walmart" engine builders and their sheep customers.
Been doing for a few seasons, 632 w/HH, and steel rods too! Can you believe that?
The engine combo is the least of your problems, it does take some effort to get it down the track though, Rear gear, trans gear and convertor aren't like all the off the shelf 540's everyone insists on.
Build it at 12:1cr and have fun.

 

You can run a Procharger on anything. The first questions should be, what are your goals for horsepower, type of racing, etc. What kind of maintenance are you willing to put into it? If you are only anticipating 15 - 20 lbs of boost that's one thing. If you are going to push 40 + lbs, that's another thing.

 

we currently run a nitrous 632 and spray anywhere from 500-700, so there is a lot of maintenance anyway. we need to make around 2600-2800hp so the boost will have to be 40+psi. I already have the f3r and don't mind making changes to the engine (pistons, rods etc) to make it live. I just need to head in the right direction to get a good start. also am planning on running it on methanol and a blow thru to keep it simple at first. see any issues?

 

632.....40 plus pounds of boost running a blow thru alky carb and your wanting to keep it simple. I think we had a discussion on this somewhere. You might want to seriously give this some thought.

 

Why the need to make 2600-2800 hp ? IF your 632 is 1600-1800 on spray that is a big jump .That is a lot of cylinder pressure and if your 632 is a 4.840 BS motor I think keeping the heads sealed up will be a big challenge. Big Chiefs can move a lot of air and combustion chambers usually need work (softening ) with Nos, and will need more work with the amount of Boost your anticipating especially with a blow thru on Methanol...APD I presume.. Large volume of fuel needed to support that kind of real HP.,, If your considering new rods and pistons then consider a crankshaft change as well.. you will be happpier .. there isn't the need for that much stroke with that big F-3, I think it will hamper your ability to get down the track...Not at all suggesting that you can't make the conversion.....

 

I guess I don't understand what the difference is between cylinder pressure from say a 540 vs a 632. most procharger engines I've seen have conventional heads, I figure going with a better flowing head it would make more power easier.

 

Better heads are better for sure. My question is, on alcohol how ya gonna get enough fuel through that carb to reliably feed 632" at 40 psi boost to make 2800 hp. How many motors have you built like this?

 

Your stuffing the output of 2 dual carbureted 706 motors into your 632 space......nothing easy about 2800 Hp..

 

Here is your template.
Gas , the cubes are fine. You can boost what you want but be a really good tuner .

 

Yep,.....4.84 bore spaced blocks with 4.60 bores do not make a very good foundation in the upper power level. Built and raced a 4.60-4.61 bore ProCharged blow thru gas carb at 42 psi boost. Eventually cracked two cylinders from stud over into bore. Another 4.605 bore high HP with 14-71HH recently did the same thing. I even warned the owner that when we started getting into the power range we needed, most likely the bore was going to give up. But I think you need to build this engine you want, and prove it to yourself. Nothing like personal experience.

 

what if the block is o ringed and heads with receiver grooves. its a Dart aluminum block filled with extra head studs in the valley. we are near 1800hp now with now issues. Not sure how much more stress it will be with an extra 6-700hp. Maybe worthwhile to sell this engine and start fresh. again I am just getting opinions and input from people that have ran high hp procharged/supercharged engines and the combos they have tried

 

Oring's, receiver grooves and those extra valley head studs will do nothing to address the concerns I raised. Plus, based on what you describe you have a valuable piece. I bet it would cost you less to sell it and buy or build one that's right than to make the changes to what you have which will still be a time bomb at 40 lbs of boost. Don't really know what else to say. It's not a matter of if it will fail but when and it will happen under full boost at the top end of the track at top speed putting oil under all your tires. Is it worth it?

 

You are already at the max level (2500-2800) for blow-thru. You are going to want to look for efi or mfi. Family friend does the no prep stuff sometimes and they had to add individual fuel lines in the manifold which turn on through a nitrous solenoid at a certain rpm. He is running a APD blow thru and obviously it's maxed out.

 

wu69, you are probably right, I think I will talk to my builder and see what he suggests. thanks for everyones input.

 

Best of luck. You will love the power the Procharger makes!

 

I was reluctantly part of a 632 procharged motor build. They borrowed my head unit and gear drive for fitment until theirs came in. While disregarding my advice at every point they convertered a nitrous motor with a brodix block, 12° spread port heads, good stuff. Long story short it made a burn out and about the 60' before it spit it's guts on the track. Tuning error, absolutely. To much to fast, absolutely. Not enough even left of motor to figure out what caused it all.

 

We ran a 632, 13.1, aluminum rods, callies crank, venolia pistons, 904 lifter, 55 mm cam, big chiefs. Fulton built it never had on problem. We used Alan Dudley's mfi. It made stupid ungodly power.M1 for fuel as well. I do not remember boost numbers exactly. But the car would run 160-165mph 10.5 tire 3200lbs.

 

my 610 cube hemi with a f-2 made 1400 hp and 1250 ft lbs of tq both at 6300 rpm on gas with a fast xfi on a base tune . my 3950 lb stock suspension charger has been over 160 mph in the quarter already with 18 lbs of boost works for my street car . im at 9.57 to 1 comp

 

Anything is doable. But practical or reliable maybe not. The 4.600 bore is def weak compared to 4.500. The 4.750 crank is weaker than the 4.250. There is a reason most of us have been doing the 540. Its more reliable at stupid power levels. As for fuel, its an easy fix. we use fogger nozzles and a solenoid to add supplemental fuel in the runners. As was pointed out, its impossible to get enough fuel through a blow thru at really high boost levels. you can use a boost activated switch, or rpm, or a timer etc to turn on the solenoid and spray supplemental fuel in the runners. I have one f1x-112 combo that easily runs in the 5's at 235 if we let it, and thats how its handled. I have a 540 with big chiefs and an f3r combination for a guy with a c&s, and i wont let him turn it that hard as he doesnt have the nozzles in the runners. That thing makes the f1x12 look like childs play...lol

 

Ran the gas blow thru (42 psi) for years, then decided to switch to alcohol blow thru carb, this was about 2011 or so. Added the nozzles and solenoid to add fuel. Seriously hurt the motor trying to get it right. Switched over to a Boost referenced MFI System and never looked back. At 540ci can run well into the 5's at 240 plus without a sweat. You can make well over 3000 hp with 540 and right parts.