RunninHotRacing163.1

same engine

Uncle Dave

F-in awesome the holy grail! The low end of a blower and mid rage and top end efficiency of a turbo.

How do you accomplish the boost "switchover" to turbos from blowers?

I cant see s belt "clutch" in the pict or maybe I do......

Do you use a pres set manifold pressure then electrically bleed the blower boost so they dont parasitically drag the engine while the turbos take over?

TELL ME MORE!!!!

Uncle Dave

cougarman

Why go through all that if you can have low end and the top end with the turbo's?

Earhart Engineering has it figured out !

1) More bottom end than a Blower.

2) No Turbo Lag

3) Out accelerate the blower engines too

4) Latest data boost is between 1750 to 1850 RPM's with new cam. So there are no issue's getting on plane etc.

5) just my opinion but why spend the extra exspense on a blower and have to maintain it. Plus the blower will be harder on your parts until the turbo's take over.

Thanks
Jon

NO MERCY

Building a turbo motor is one thing. Properly controlling and optimizing it is another.

Call Chief Engines 954-587-3020
www.chiefengines.com

Uncle Dave

I have accomplished 1-4 with a small diameter turbo-on a big block engine. - but there was a compromise.

My question on this setup you discuss is what does the mid to top end HP/Torque curve look like- in other words is this early boost a compromise to mid and top end?

If it makes more bottom end that a blower, how could the blower be harder on parts? In other words how you can have benefit #1 and #5 at the same time? (I get the maintenance part)

just curious......

Uncle Dave

cougarman

Peak torque is 5,000 rpm
Peak h.p. is 6,000

The two curve's cross 5,250 and Still carries well

Turbo is balanced pressure, exhaust and intake side.

Blower is not balanced, only pressurize the intake side.

Turbo only makes boost when your leaning on it.

Blower is making boost no matter what

Blower you need higher compression / static compression to get on plane.

With this turbo set-up we are running very low boost and have no issue's with getting on Plane at all.

Your always going to make safer power from more boost
not more compression. Earhart Engineering has acomplished both.

Hope that helps

Jon

cougarman

If your refering to boost and fuel injection Earhart Engineering has that covered too. It's a very well balanced package



Jon

cougarman

Ttt

AIR TIME

I heard theres interest on DEAN DELLNERS 698CU blower motor that would beeven sicker with that blower turbo set up wow. I just wished when I decided to go with the 572 he had the 698 for sale, talk about low end tq with 698 cu wow. thats a real bravo killer. man anyone want a 572 1071 going together as we speak only if I can get the 698 but theres a person or two in front of me some one getting a sweat deal. whats the cost of a twin turbo set up like a 1071 might be 5gs for a blower a whipple 10 gs a twin turbo???? anyone

CB-BLR

Honest question:

When you are spending that kind of money on an engine... why not just go for a turbine?

Chris