guess how much hp? 350 142 blower
06-22-2002, 10:27 AM
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guess how much hp? 350 142 blower
im running a 350 blower motor here are the specs just wondering how much hp it will make.
350 bored .030 over
wiend 142 supercharger with 8-9lbs of boost
trick flow 23 degree heads 72cc chambers
cam: duration at .050 int:234 exh:244, lift int:488 exh:510, 114 seperation
pistons 21cc d-cup
speed deamon 750
msd distributer box and coil
hooker super comp headers with 4 inch mufflex
350 bored .030 over
wiend 142 supercharger with 8-9lbs of boost
trick flow 23 degree heads 72cc chambers
cam: duration at .050 int:234 exh:244, lift int:488 exh:510, 114 seperation
pistons 21cc d-cup
speed deamon 750
msd distributer box and coil
hooker super comp headers with 4 inch mufflex
06-23-2002, 12:08 AM
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Car: 92 Trans Am 'Vert
Engine: 305 TPI
Transmission: 5 Speed
Too big fer me to upload... cant upload over 16mb. Sorry man! 
Last edited by 88 WS6 TransAm GTA; 06-23-2002 at 12:10 AM.
06-23-2002, 10:11 AM
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wow thats awsome where you able to put the size of supercharger and all the other specs into that software? Thanks soooo much for taking the time to do that. Does any one know how to caculate compression ratio with boost in the mix? im going to be running somthing like 8.2:1 with 8-9lbs of boost i want to be able to run 92 octane
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06-23-2002, 11:10 AM
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Car: 92 Trans Am 'Vert
Engine: 305 TPI
Transmission: 5 Speed
No problem man. Now, thats just a rough estimate, but it should give you some sort of idea where your around.
I did that, but it was still 32megs.
Originally posted by 89ProchargedROC
just compress the folder that all the software is in and then email it to me
just compress the folder that all the software is in and then email it to me
06-23-2002, 12:32 PM
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yea i just got desk top dyno 2000 but i cant seem to get the same results as you. The compression is off because i cant figure out how much room there is from the top of piston to top of block
06-23-2002, 12:51 PM
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Car: 92 Trans Am 'Vert
Engine: 305 TPI
Transmission: 5 Speed
I just did it quickly, but I didnt save it. I used 8.0 comp ratio, which is just about what you stated it was. Put in the cam specs, 750carb, 142 wiend, roller valve train, and messed with the heads a bit.. I think I used wedge ported with 2.02 & 1.90's. I did a slight bit of tweaking, and got that.
06-23-2002, 12:51 PM
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Car: 1984 Z28 Camaro
Engine: H.O. 355 NOS
Transmission: 700R4
Well, man you would think that this combo would have a Vol. Eff. over 100% with that pump on there. Just my .02
Auggie
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06-23-2002, 01:03 PM
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06-23-2002, 01:05 PM
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Car: 92 Trans Am 'Vert
Engine: 305 TPI
Transmission: 5 Speed
Originally posted by moore82nd
never mind i figured out how you got the data you got. You set the compression to 10.5 :1 but its going to be be 8.2:1 unless you figured out the compression with the boost?
never mind i figured out how you got the data you got. You set the compression to 10.5 :1 but its going to be be 8.2:1 unless you figured out the compression with the boost?
If theres anything I missed in the last one, lemme know. With all that torque down low, it looks like its gonna be pretty unstreetable...
Last edited by 88 WS6 TransAm GTA; 06-23-2002 at 01:08 PM.
06-23-2002, 01:15 PM
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how did you post that pic of the desk top dyno was wanting to post mine but dont know how to save screen as a jpeg. I entered in my head data and the new cam profile with 1.52 rocker ratio and got 449 hp at 6500 rpms
06-23-2002, 01:21 PM
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u know whats weird is that there is no hp change from 4lbs of boost to 80lbs of boost when i change the data in desk top dyno i still get 450hp at 6500 rpm. maybe you are suppose to figure out compression ratio with boost in order for the boost be calculated in the data?
06-23-2002, 01:29 PM
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Car: 92 Trans Am 'Vert
Engine: 305 TPI
Transmission: 5 Speed
To copy the screen, hit "controll" and "Print Screen". Then you have to paste it into Photoshop or something like that. I noticed that too about the boost... Im not sure whats up with that, but DD2000 obviously doesent like to play with boost too much I guess. 
06-23-2002, 11:10 PM
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i set all the head specs and all the other specs correct and got 455hp but im not sure about this desk top dyno since it does not respond to changes in boost? Im also wondering how much boost can i run with 8.2:1 compression and still use pump gas?
06-23-2002, 11:51 PM
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ok FIRST of all, the 142 blower is is 144 cubic inches per revolution, now the engine need 355 cubic inches of air every 720 degrees and the way you have desktop dyno setup the engine is actually only getting 340~~ cubic inches of air. <b> the 142 blower is a 200% overdriven blower</b> Which means you need to changes your belt ratio to "2" instead of 1. Any blower motor will always have a VE over 100% under a real boost situation. Also, You should input the actuall head flow numbers, Trick flow has them on the website. And use the CamMath option to determine all of your cam timing issues, makes a world of difference. That combo is almost EXACT on my actual car I own and daily drive, Except the 750 was a restriction for the blower above 4800~ Rpms, I needed an 850 Mechanical Carb. I Tapped and plugged the power valve circuit, and drilled a new hole for it above the plate so i could run it to my intake. Then i got a power valve with vacume rating "5.5" for the front, and slightly lower on the back "3.5" Thus right before i Hit boost in the front the power valve kicks in, but the back first, and since I dont hit boost until the secondaries open a little, Im always ONLY using the front jets for cruising, which is set slighty lean for gas mileage, But if even a little load comes in, the power valve enriches it to prevent detonation. I also use a BTM Retard, along with a timing dial. On the highway I achive 50 Degrees of total advance, without detonation, on 92 Octane. (9:1 Compression) Gas mileage is 18 MPG. Around town I suspect about 12~14 MPG, but I get less because My foots in the boost zone all the damn time. I had the whole carb blueprinted as well, and my BTM usually sits at 1.5 Degrees of retard per Lb. of boost. With my 144 Blower I achive max boost (8.3~8.5 Psi) around 5800~6000 Rpms because thats when my cam makes most use of it, although If i could go back I would choose a smaller cam, It would make more boost down low and be a better daily driver, but I prefer stalling it up at stoplights and having fun with it so it doesnt matter I guess. Cam timing ADVERTISED is 303 / 313 Duration .500~ / .545 Lift -- 112 LCA. The .050 Duration specs are 234 / 244 Duration. This cam has over 50 degrees of intensity, In a N/A application this would be very BAD but with the blower its actually quite nice. I had this cam without the blower before, and it had a radical idle and made good torque above 3500 Rpms. With the blower I get over 440 Ft. Lbs at only 2400 RPMS, and it just goes up and up and up Until my 530 Ft. Lbs at around 5700 RPMS, Then the horsepower Passes it and hits 550 @ 6500, But I shift around 6200. Remember My blower is also Overdriven 220%, not the usuall 200%, I have changed pullies. Its also a bit Old and would make more boost if rebuilt. Timing under max boost is 28 Degrees, under no load and no boost 42~44, and On the highway I set the dial to make it 50. For more info on My setup Email me: Cam280Magnum@aol.com
06-24-2002, 01:48 AM
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Thanks alot for that info! I already set the flow data for my heads and did the cam math calculater. All the specs are exactly to what i have and then i changed the pulley ratio to 2 instead of 1 and i got the numbers i was looking for! 525hp and 424lbs of tq at 6500. At 6000 rpm im getting 514hp and 550 tq for some reason i drop off 25lbs of torque when i hit 6500. Im wondering if i should send the 750 back and get an 850 speed deamon carb. Since im running 8.2:1 compression how much boost can i run with that blower and still use pump gas? If i ran 9lbs of boost would the belt gear ratio be 2.2? what would the ratio be for my max amount of boost on pump gas? Thank you again you have made me alot happier now that i know im going to be getting above my 500hp goal
06-24-2002, 10:19 AM
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A 142 blower generates ALOT of heat at higher RPMS, but is under less load than at, say, 3000 RPMS, due to "load fall-off" it becomes easier to spin the blower, but theres still the heat issue. I seriouselly doubt you will see more than 8-9 Lbs. of boost from a 142/144 even with the smallest pulley. I tried to get above 8 myself, I used the smalled top pulley i could get (the "10 Lb. pulley" from holley) and got a larger pulley for the bottom off another 10 rip belt setup supercharger, and altered it for 6 rip. the result was a faster spinning blower (of course) but LESS BOOST! Everything got hotter too, the intake manifold, exhast, etc... but I was making less horsepower. These blowers are great for street machines running under 6000 RPMS and 9 Lbs. of boost but try to squeeze more out of them and they fall on their face, overheat, and uh... you get the picture. A word on ignitions, Use a MSD BTM or a MSD 6AL with a piggy back BTM but make SURE You have a high power ignition AND the BTM somwhere. Without the MSD ignition you will find your car cannot ignite the thick cylinder pressures at low RPMS, and without the BTM you will forever be f*cking with your timing to get the best performance / least knock. Between the 750 and 850 Heres the main difference: The 750 will be more compatible with low rpms, net better gas mileage below 3500, better throttle respone, but probably be a bottleneck for the blower above 5500 Rpms. The way your cam looks its hard to say, its alot like mine. If you can, get a blower carb. If not, call Holley and ask them about manifold referenceing the power valve, they can fax you an instruction sheet to modify your carb. Thats how I did it. It gave me an extra 40-60 Horsepower down low and probably 5-6 MPG because I was able to back the front jets off by 14 jet sizes. The blower adds a vaccume signal at all engine speeds, and that means you can USUALLY reduce jet size and get the same amount of gas. Somtimes, with a huge carb, (Like my Barry Grant 950) you need to richen them up ALOT because of having such a small engine. Im buying a 671 "Street Blower" from weiand because I want more boost, and Im going to use the 950 BG carb. Thing is, even with good vaccume there still wont be enough at idle to give me a good signal and it will be sluggish up to about 2000 Rpms where the signal pics up; Solution: More stall speed. I have 2 converters I switch off and on. One is a TCI Super-Street fighter 3800 Stall I use for the track the other is a B&M 2400 Stall Near-stock converter. When I use the Street fighter on the highway I net like 9 MPG. If i could increase Highway RPM I would see more gas mileage because the converter wouldnt be so far into its stall range of 2800/3200 RPMS, and the blower adds efficiency to this as well. But like i said before, the 2400 converter is fine for everyday driving, in fact, Im thinking "Smaller cam, Smaller converter = more gas mileage" I think with my 671 Im going Solid Roller because of the quicker opening and closing speeds with less duration required. Maximum torque, maximum gas mileage. I May even look into electronic fuel injection for my blower motor, that would be great, 30 MPG, 650 Horsepower. the downside is the price however. Back to your questions ( got carried away ) Your max will likelly be 8-9 PSI, With your compression (8.2) you can actually hit around 11 PSI if you had a 671 blower and forged everything, (Dont go above 12 without O-ringing the block-so says weiand) I have 9:1 because I only planned on a 144 blower, and the increased compression is free horsepower and free gasmileage. Let me put it to you this way: The Mini-blower series, 144/142 can be bolted onto a Stock/Smog 305/350 engine without any modification and run great. Does that say anything to you about the wear and tear factor of these things? Stock rods, cast crank, cast pistons below 4600 Rpms. Stock rods, Cast crank, Better pistons, below 6000 Rpms. Pistons are the major concern, with boost and experimentation comes detonation, and detonation + cast pistons = you get the picture. But your bottom end doesnt have to be bullet proof. I have Eagle ESP 4340 Forged Crank, Eagle top fuel Forged rods (like the ESP 3-D but better) and TRW 9:1 trough type-valve relief ("blower" design, but made for N/A applications). 72CC Chambers gives me the 9:1 I can be 9.5:1 with smaller CC heads and have a great N/A driver if i decide to pull off the blower, which is another reason I chose my setup. Its not a strict "Blower motor" its a N/A Setup with low compression and a blower on top. the cam just so happens to be correct for a blower and N/A power. If you check the cam specs, Its 2 Cams in one: Lunati 234 Blower cam (which is what mine is) and Edelbrock's Performer RPM Cam they use in their 9.5:1 425 Horsepower crate motors. Coincidence? you tell me. Let me Email you all the specs on my setup, with what works and what doesnt. The above is mainly just for everyone else to see and pic out any errors I may have provided so you get only the best/correct information. This is my second major engine project, and so far, so good. All my theories have checked out OK and I've got a few more to play with.
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