batman wrote on 12/21/17 at 09:41:01: No one has taken into consideration the fact that blowers and turbos demand that the compression of the motor must be low and that jamming fuel mix into the cylinder leads to more of it ending up in the oil, we only have a couple of quarts ,which means much more frequent oil changes if we expect not to due harm ,and shorten the life of the motor,( and a turbo if it doesn't have it's own supply and cooling).We have been talking about running low boost of about 5 % ,but you can obtain 4 to 7% better EV in certain RPM ranges by tuning the length of your intake ,Versy 's "monster ,my bike and others have done this at very little cost and with good effect, without the problems .The max speed of gases leaving the motor can reach mach-1 ,but the intake is designed not to exceed mach-.5 A blower/turbo may well exceed that limit ,but the motor has to breath in and out ! what can we do to enhance the exhaust ? (not enough!) How effective is a blower /turbo if we're leaving exhaust gases in the cylinder ? how much hP are we really gaining? the RNO Badass hasn't been seen running faster than an idle to get it on stage, let's see it on a Dyno ! let's see it going down a highway! It might not produce as much as the high compression piston /cam that Dave mentioned, and it may overheat, it may be all show and no go!
This is a very interesting build that shows a lot of ingenuity and mechanical aptitude... But I have to agree Batz...
Without some avenue to keep excess heat from building up in the head I think it will be limited to very mild cruising and very short bursts of mildly spirited riding.
I do have to somewhat disagree with you about boosted engines needing lower compression to deal with the heat soak.
My 7.3 Powerstroke had a naked 11:1 compression before any boosting from the turbo OR injection cycle. With injection and boost the compression averages 19:1 and rises on demand from there. Granted a diesel will produce much less heat by its very nature... but it is obviously still a concern. The magic number to take my foot out of it in my truck is 1350*f. Any longer than about 12 seconds of sustained heat production at or above that mark usually results in liquefied valve edges that try to pattern weld themselves to the head and busted rings/melted pistons...
I still can't imagine inducing the amount of heat soak this supercharger getup has the potential to cause in an assembly so sensitive to overheating. If I were serious about making an attempt to utilize the power attainable by boosting with a freaking supercharger...
I would just build a cylinder and head from scratch using a material suitable for the pressure and heat you are likely headed to put on it...
Just saying...
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