Results 1 to 10 of 10
Thread: Intake Charge Temperature
-
02-10-2009 #1
Registered User
- Join Date
- Jun 2008
- Location
- Midwest
- Posts
- 46
Intake Charge Temperature
Was thinking about using an Air Gap intake on my 355 SBC (non-intercooled) DI procharger install to keep the charge temps down. Any thoughts on whether the intake provides any real benefits in a non-intercooled application like this?
-
02-10-2009 #2
Registered User
- Join Date
- Aug 2001
- Location
- Wilton, CA. (Sacramento)
- Posts
- 2,995
It sure can't hurt, but I doubt it'd make any noticeable difference. The best thing to do if not running an intercooler is to add a quality water injection system. Adds safety, drops air temps, pulls excess heat out of the combustion chamber, and allows more boost and timing if you so choose.
Originally Posted by slick72
Jody
02-12-2009 #3
New to Pro-Touring
- Join Date
- Jul 2008
- Posts
- 55
Are you sure you want a dual plane intake with a supercharger?
02-19-2009 #4
Registered User
- Join Date
- Apr 2003
- Location
- Central Valley, CA
- Posts
- 910
I ran an RPM air gap with my Procharged setup and it worked fine... but not quite as well as a Victor Junior.
1969 Chevelle
Old setup: Procharged/intercooled/EFI 353 SBC, TKO, ATS/SPC/Global West suspension, C6 brakes & hydroboost.
In progress: LS2, 3.0 Whipple, T56 Magnum, torque arm & watts link, Wilwood Aero6/4 brakes, Mk60 ABS, vaporworx, floater 9" rear, etc.
02-20-2009 #5
Registered User
- Join Date
- Mar 2008
- Location
- UK London
- Posts
- 527
I'm running an Air gap RPM with a Procharger. If I lose 30hp to a single plane at 7500rpm I won't notice it because I'll never rev that high! I have a street car in built up area. Low and mid range is where I like the power. Also you'll have more under the curve and may post similar track times. As far as distribution is concerned I still need to be convinced that a dual plane will cause problems.
Last edited by Procharmo; 02-20-2009 at 01:28 PM. Reason: Spelling
02-24-2009 #6
Registered User
- Join Date
- Apr 2007
- Location
- left coast
- Posts
- 66
^ Thanks for the video links. Very informative.
04-26-2009 #7
Registered User
- Join Date
- Aug 2008
- Location
- Hutto, Texas
- Posts
- 40
Even ATI/ProCharger recommends a single plane intake. It helps with mixture distribution under boost conditions. Remember the runners used on the dual plane intakes are smaller than the Vic. Jr.'s, which when under boost will kill a lot of power up top.
Honey, I don't know how those black marks got on the driveway....
04-26-2009 #8
Registered User
- Join Date
- Aug 2005
- Location
- Patterson, NY
- Posts
- 784
I don't think the dual plane vs. single plane comparison holds with forced induction. I would go with the less restrictive intake (single plane).
I don't think the air gap will make any difference, since you will likely have a higher temp in the manifold than under it.Jason Scheer
05-01-2009 #9
Registered User
- Join Date
- Mar 2008
- Location
- UK London
- Posts
- 527
But to be honest, we are talking about 1/4 throttle application equals burnout verses 1/3 throttle application equals burnout. Therefore all of us with 300 - 400 hp just of idle have far too much torque/power to gain more power at 7500rpm.
Also how long would a stock iron 400/350 block live at 700-1000hp @ 7500rpm. Not long!
I really believe its not worth worrying about unless drag racing. Then you'll need a sbc 434 F3/Twin turbo with 1500hp to be competitive.
05-01-2009 #10
Registered User
- Join Date
- Mar 2008
- Location
- UK London
- Posts
- 527
Posted in error.
Last edited by Procharmo; 05-01-2009 at 03:54 AM. Reason: Posted in error.
Reply With Quote
