I'm now doubting the Kenne

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Don’t take this the wrong way, but it really doesn’t matter where you worked to be quite honest, You still seem to have missed the point I was trying to make. You literally don't have the real estate in the oil galley on an OHV 302 to work with that you do an OHC engine. Yes, it requires approx a 7” cowl hood in a Fox body (at least that what was needed with MM&FF’s Project Frightning a couple years back) with a complete lightning engine, but we’re talking lightning blower and intercooler with a custom manifold on an OHV engine….not an OHC. Its gong to be considerably more than just 12 or 13” of Blower + Brick in over overall height…especially when you consider having to factor in the actual manifold itself into that equation.

Take a good look at Frightning and try to visualize what it would need to look like with the need for even more hood clearance?!? :eek:

0305mm_02z+1986_Ford_Mustang+Underhood_Shot_Supercharged_Engine.jpg


…and this was bolted to its original 5.4L SOHC engine, with their original use of a 4” cowl hood

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The OHV engine doesn’t have a deep intake galley to work with like the OHC does. You’d have to increase the intake height and therefore the brick and blower height considerably just to elevate the intercooler brick high enough in the galley to keep it from sitting on top of lifter bosses. On top of than, you’ve got 16-pushrods in close proximity also in the way, which requires even more elevation still. You’d actually be further ahead with a 351W as a custom set up than you would a 302W, since you’ve got an extra 1-2” of width to work with.

Here’s another example of a 6-71 on a 351W intake.

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Even if you disregard the top feed carb inlet, the physical size of the 671 isn’t more than about 2-3” taller than the 2.8L H. Take into account that even with the difference in height, the picture blow has zero provision for another 7” of intercooler brick and increased manifold depth and there’s no way you’re getting that thing under a 4” cowl hood. Not in this lifetime!


No, I stand by my original statement of at least 10” of cowl hood needed to make it work. :)
we had that exact blower in our old boat
 
I might get flamed out of this thread for mentioning this, but with an aftermarket block, a lofty power goal, the funds to do it, and a desire to be different, why not consider compound boost? It interests the living hell out of me, personally. Have your cake and eat it too. I'm not sure how well a compound boost setup would take to a road race application, but the power they make is astronomical. You could have the flat torque curve of the KB on demand in the turns and be in boost with the turbos in the straightaways. You'll also be alone at every car show you ever go to once you pop the hood. Worth looking into, maybe. :shrug:

Flame suit on.
 
I might get flamed out of this thread for mentioning this, but with an aftermarket block, a lofty power goal, the funds to do it, and a desire to be different, why not consider compound boost? It interests the living hell out of me, personally. Have your cake and eat it too. I'm not sure how well a compound boost setup would take to a road race application, but the power they make is astronomical. You could have the flat torque curve of the KB on demand in the turns and be in boost with the turbos in the straightaways. You'll also be alone at every car show you ever go to once you pop the hood. Worth looking into, maybe. :shrug:

Flame suit on.

No flame suit neccessary. Thats a sweet idea. The only problem you'll run into is keeping the intake charge cool, and of course, a lot going on under the hood. I like it.
 
No flame suit neccessary. Thats a sweet idea. The only problem you'll run into is keeping the intake charge cool, and of course, a lot going on under the hood. I like it.

I'm thinking a good a/a intercooler and staged meth injection would keep IATs at a reasonable level. :shrug: Wrap the headers and downpipe, jet-hot coat the cold side, turbo blanket, etc. Coolingmist makes a great meth injection kit for relatively cheap. Compound boost FTW! :nice:
 
Wrap the headers and downpipe, jet-hot coat the cold side, turbo blanket, etc.

You wouldn't even necessarily have to do that if you went with some form of rear mounted set up.

My buddies '82 GT had a very mild carbeurated 351W and home built rear mount twin-turbo system made up for it. It was also cooled with water/meth injection His very first time at the track on a set of Nitto 555R's he ran a 12.2-@117mph. That was untuned and with next to no timing. :nice:
 
You wouldn't even necessarily have to do that if you went with some form of rear mounted set up.

My buddies '82 GT had a very mild carbeurated 351W and home built rear mount twin-turbo system made up for it. It was also cooled with water/meth injection His very first time at the track on a set of Nitto 555R's he ran a 12.2-@117mph. That was untuned and with next to no timing. :nice:

Sounds like a killer setup your buddy was running! I'm curious to hear your opinion on the compound boost scenario, as well as Chris's (fastdriver)...
 
Sounds like a killer setup your buddy was running! I'm curious to hear your opinion on the compound boost scenario, as well as Chris's (fastdriver)...

I like the idea, but it would be a piss load of work for an OHV engine, since nobody makes an Eaton based blower kit for them.

From what I recal, compound boost isn't possible with a Twin Screw, since compression takes place inside the compressor itself, rather than at the intake manifold like it does with an Eaton.

Overpressurizing a screw compressor like that from what I'm lead to believe is bad news. Not to mention the ACT's would be outrageous.

I always thought about building one with my current Eaton set up on my Cougar if I ever chose to transplant the engine into a Mustang.

The little M90 spins up faster than anything available right now. Couple that with the ability to add the deep breathing characteristics of a turbocharger in there and you could maintain the best of both worlds. It would be one mean little street car.

Not to mention, when people pop the hood, and see a tiny little Eaton M90 putting out 600rwhp on the dyno, it'll blow their mind. :D
 
Sounds like a killer setup your buddy was running! I'm curious to hear your opinion on the compound boost scenario, as well as Chris's (fastdriver)...

I give you one point for outside of the box thinking...+1

Unfortunately, though I hate to be the pessimist, I think this is a bad fit for this application.

First, for the purposes of this car, the extra weight would again hurt more than help.

Second, they're less efficient than using a single power adder (the reason you see huge power from compound setups (blower+turbo) is due to the cubic dollars invested in the projects. I seem to recall a recent, in the last year or so, magazine article where they tested a compound setup vs. turbos vs. superchargers. I know that the turbo combination made the most power. I don't remember if the blower combo made more power than the compound combo. The only merit I see to doing this is that you'd change the overall shape of the powerband. Like you said, you'd have the low-end grunt of a PD blower and also the added effect of turbo once it builds boost.

Third, extremely complicated engines require complicated tuning and uncomplicated racing. The nature of road racing: high-winding long-durations at full-throttle would be absolute torture for this motor.

Forth, you'd need a deep pocket-book to put something like this together. We're talking custom fabbing, an awesome stand-alone and a lot of tuning time, plus the cost of the power-adders.... ouch!

That said, even though you'd be all over the track (over-powered) and it would push like mad through the turns (under-balanced), it would be the talk of the track and people would come to have their pictures taken next to the crazy son-of-bitch that built and drove it! :nice:
 
I give you one point for outside of the box thinking...+1

Unfortunately, though I hate to be the pessimist, I think this is a bad fit for this application.

First, for the purposes of this car, the extra weight would again hurt more than help.

Second, they're less efficient than using a single power adder (the reason you see huge power from compound setups (blower+turbo) is due to the cubic dollars invested in the projects. I seem to recall a recent, in the last year or so, magazine article where they tested a compound setup vs. turbos vs. superchargers. I know that the turbo combination made the most power. I don't remember if the blower combo made more power than the compound combo. The only merit I see to doing this is that you'd change the overall shape of the powerband. Like you said, you'd have the low-end grunt of a PD blower and also the added effect of turbo once it builds boost.

Third, extremely complicated engines require complicated tuning and uncomplicated racing. The nature of road racing: high-winding long-durations at full-throttle would be absolute torture for this motor.

Forth, you'd need a deep pocket-book to put something like this together. We're talking custom fabbing, an awesome stand-alone and a lot of tuning time, plus the cost of the power-adders.... ouch!

That said, even though you'd be all over the track (over-powered) and it would push like mad through the turns (under-balanced), it would be the talk of the track and people would come to have their pictures taken next to the crazy son-of-bitch that built and drove it! :nice:

Ahh I see now that this probably wouldn't be ideal for a road course car. Thanks for the input guys. It would be an animal, that's for sure. I know if it were me (with unlimited liquid assests, in a vacuum, of course) I'd do it for the "wow" factor alone. "Dare to be different" cars, regardless of the logistics of how they're built and how they actually perform in real world scenarios, always intrigue the hell out me. I may pursue the compound boost thing one day myself... but for now, back to the OP! :nice: