Supercharging has by far the most visual impact of any changes to high performance. There are some basic concepts that should be understood in order to get the best results for a given application. One of the basic principles is that you have a defined end result in mind before starting. Do you want maximum performance requires special fuels and the constant adjustment, or do you want a car that runs on pump gas and can potentially be driven on a daily basis? Either the application is really a matter of implementation. It is possible to have any degree of these extremes have provided the relationships between the components are correct. Lets look more details on how does a fan.
Conceptually and internal combustion engine is nothing more than a pump. Most high performance changes are designed to increase the flow of this inherently inefficient pump. Under normal atmospheric pressure, the movement of a motor determines the amount of fuel / air mixture, it may interfere. selection of special camshafts taken or the carrying bag can leak from the carburetor smoother, but the engine still has limitations of its physical ability to aspirate a measured amount of air / fuel mixture. Supercharging will certainly make the air flow, but also affects the density of air or the amount of air actually is trapped in each cylinder on the compression stroke. The fan mainly "crazy" the engine into thinking that its effective displacement is larger than it actually is by forcing more air into the same small cylinder space. Forcing air through a pair of crank driven rotors will push the pressurized air into each cylinder creating more fuel mixture resulting in a more energetic explosion. The end result of this is more power, but you can really feel is the considerable increase in torque.
Typically, a blower will be sitting on top of the entrance, and be driven by a toothed belt gilmer to eliminate possible slip. Surprisingly, even if the fan had no motor depression belt can slowly turn the rotors allowing the engine to operate. The most common car design of the blower is the blower "roots", which is actually a pair of rotors that trap air between them as they rotate and push this air under pressure through the outlet. This is why the fan drive ratio, or the relative size of the upper and lower pulley is so important. The more you Overdrive, or turning the rotors faster fan as the crankshaft, plus you get up. Big pulley on top is underdrive pulley and large on the bottom is overdrive. If your basic compression ratio is sufficiently low, for example in the 7: 1 or 7.5: 1, you can really overdrive the fan on the 93-octane gas. If on the other hand you have a 9: 1 or 9.5: 1 compression ratio from 12% to 15% underdrive can still work. Keep in mind that its not a change of variable, but rather the combination is important.
The enemies of overeating are heat, poor fuel mixtures, detonation, and turn against. A supercharged engine will produce more heating and cooling systems of the tax. A compressor placed on an already marginal cooling system can quickly exceed the cooling loop. In addition, a set of lean running carburetor can cause huge increase in cylinder temperatures. The result may cause exhaust gases to glow red and even melt the pistons and other internal components. Too ignition advance, or too much compression for a given octane number may cause detonation. The result is premature fuel explosions beating the tops of the pistons, sometimes to destruction. Finally, flashback is the condition where the fuel explosion force is driven upwards by the fan. Backfire can be caused by driver error in use gas or bad timing. The result can be bent or cracked rotors case fan. That's why you often see a spring valve at the rear of the fan. Often referred to as a valve "pop off", it gives way to the pressure to be relieved for a flashback condition.
Although the enemies of overeating may seem imposing, as long as you have your original plan in mind before you start, these problems can be avoided. Now lets just spend the short list of issues that should be kept in mind as you design your plan.
The size of the fan 6-71 A fan can be large enough to require modification of the hood, but the entire pulley and the fan belt can add another 8 inches in front of harmonic balancer from the engine. Keep in mind crossing problems at both the top and front. Also keep in mind that your HEI ignition will not remove the case fan and a standard distributor is necessary.
Blower drive ratio Combining pulley you select will be based on the overall compression ratio and engine configuration. Whether the fan saturated or not, keep in mind that the less turbulence you create denser air will be when it is pumped into the cylinder. There is a law of diminishing returns over the fan is turned as all that whipped air is heated and less dense. The idea behind this is to prevent intercoolers relaxed air as canceling more positive effects of the fan.
configuration carburetors Carburetor Blower jets typically should be based on demand, and I highly recommend you find someone who is familiar with blowers to help you with this fine tuning. These blowing carburetors will often mechanical secondaries and rich enough jets to supercharge except smaller B & M style blowers. The B & H 144 blowers are beautiful because they are often just "plug and play" with little adjustment. Another often overlooked problem is the links of the actuator carburetor and fuel lines. These "props" are often not included in the blower "kit" and can lead to considerable extra costs
accessory drive belts -. Racing applications usually waive all accessories, so often we are left with a set quite aggravating circumstances that try to make you pump or alternator power steering turn. Be sure to plan early and stick to it
Fuel distribution system -. mechanical fuel pumps can cover many applications of the tunnel unless the performance requirements begin to increase. Everything rises proportionately, including the cost so watch your wallet! electric fuel pumps can not only be costly but also difficult to live with a daily driver
rear axle ratio -. the best work of the fan is made at low speed, so take advantage of that. Have a plan and stick to it!
Cam Engine selection internal components must be done with much breathing mind. Blowers will tend to calm the camshaft more radical, but there cams "blower grind" that are better suited to the task. Basic compression rate must be figured based on the type of fuel you want to run. I always try to be conservative.
Day in everyday life with a blower Yes, of course it seems cool, but what about all day? Blowers can make an excessive amount of heat and noise. The whine of the wind tunnel was treated for some time, but on a long journey, it can be mind numbing. Blowers can also be very messy. Goo will often found oozing on the side of the fan, which requires constant cleaning. Automatic transmissions will move prematurely never let the engine wind out. Indeed, the transmission is to see a signal instead of a vacuum pressure signal, and gets a bit confused as to what to do. Now you need to go to a manual or automatic valve body and four-speed $$$$, but nothing says "go" than a 6-71 climbing on the hood. I say LETS DO IT !!
Cost - Do not be fooled! Blowers can be very expensive. Fan typical "kit" will cost between $ 1500.- $ 2,500. and there are still many things to buy. Figure you can spend an average of $ 2,500. Weiand blower for a 144 driving on the road, and $ 4,500. for the general 6-71. Swap Meet blowers are often incomplete broken, so buyer beware. There are deals out there, but know what to look for or bring someone who is
The conclusion is definitely this :. Is a fan for everyone? Probably not. But for those who want high performance and aesthetics, it is a great proven method. There are many written publications about fans and their application, so I recommend you do some research for yourself. There is nothing better than the smell of burnt tire smoke in the morning!
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