[ZL1Atlanta]

Originally Posted by JSH

How do you feel about running without an air filter? The dragonflies in Georgia can be huge!

It is definitely a drag strip only setup, but I do have a filter if I want to drive it on the street. Haven’t seen any indication that it has inhaled any flying creatures yet. Lol

[JSH]

Originally Posted by ZL1Atlanta

It is definitely a drag strip only setup, but I do have a filter if I want to drive it on the street. Haven’t seen any indication that it has inhaled any flying creatures yet. Lol

Which filter?

[ZL1Atlanta]

Originally Posted by JSH

Which filter?

Just a regular green filter that goes in place of the bellmouth. I don’t recall the brand. It was actually on when the car ran the 8.20.

[JSH]

Originally Posted by ZL1Atlanta

Just a regular green filter that goes in place of the bellmouth. I don’t recall the brand. It was actually on when the car ran the 8.20.

You mention density altitude of 3300 ft, how much ET improvement do you think your car would see if it was at zero feet rather than 3300 ft

[ZL1Atlanta]

Originally Posted by JSH

You mention density altitude of 3300 ft, how much ET improvement do you think your car would see if it was at zero feet rather than 3300 ft

Well the 8.20 @ 173 PB was ran in a little over 1k DA. The same setup was at an event a couple weeks prior with ~3300 DA and it ran 8.38 at 170. The 8.20 was literally off the trailer with no ice because it was a shake down pass, but then had an issue that required stopping for the day. Between having the filter off, putting different pulley’s on, and a couple other things, it should run 8.0x - 8.1x even in 3k DA. We just keep finding the next weak part or part getting tired.

[Supercharged!]

Originally Posted by Joshinator99

At power levels that typically go hand-in-hand with Big Gulp installations, the airflow is much more important than IATs are. That air is compressed and is significantly hotter leaving the rotor pack (Boyle’s Gas Law), then goes through an air-to-water intercooler which removes a large amount of temperature, probably 60-80 degrees or more (maybe TooHighPSI will chime in with his experience). Five or ten degrees on the IAT inlet is trivial. The much bigger issue is the lack of airflow to the filter area at big horsepower levels. I actually removed the BG insulation strips from mine and gained nearly a full MPH on back to back runs at the strip. I’ll be coming up with something to get serious airflow to the filter this winter…the BG setup is a hold up at my power level. Again, at 700-800 WHP it’s not a problem, but as you approach and exceed 1K WHP, the BG needs help. Just my humble opinion of course.

For positive displacement superchargers:

It’s all about mass airflow… Pressure & Temperature. The important part is ensuring the air can get in the supercharger. i.e. how close to atmospheric pressure and temperature is the inlet of the supercharger. Then you look at the volumetric efficiency of the supercharger, supercharger speed, supercharger displacement and air density.. this will tell the mass airflow into the engine. These are the only variables that will affect airflow into the engine

Once the air is in the supercharger, it will go in the engine. intercooler or not. Then the intercooler is there to do two things, reduce the pressure and have the air cool enough to not cause suboptimal spark timing. At a high level, it won’t increase your airflow (unless you end up at a better part of the volumetric efficiency map due to lower pressure)

It is really quite easy to build an excel table that will allow you to calculate how much impact the inlet restrictions or hot IAT will have.

[JSH]

Originally Posted by Supercharged!

For positive displacement superchargers:

It’s all about mass airflow… Pressure & Temperature. The important part is ensuring the air can get in the supercharger. i.e. how close to atmospheric pressure and temperature is the inlet of the supercharger. Then you look at the volumetric efficiency of the supercharger, supercharger speed, supercharger displacement and air density.. this will tell the mass airflow into the engine. These are the only variables that will affect airflow into the engine

Once the air is in the supercharger, it will go in the engine. intercooler or not. Then the intercooler is there to do two things, reduce the pressure and have the air cool enough to not cause suboptimal spark timing. At a high level, it won’t increase your airflow (unless you end up at a better part of the volumetric efficiency map due to lower pressure)

It is really quite easy to build an excel table that will allow you to calculate how much impact the inlet restrictions or hot IAT will have.

In the first sentence of this thread, I said that my efforts are to direct more cooler air to the throttle body, which is essentially what you said. I'm just trying to get the most out of this particular setup. I don't believe that it currently gets all the air that's available or that it needs, thus this project

[Supercharged!]

Originally Posted by JSH

In the first sentence of this thread, I said that my efforts are to direct more cooler air to the throttle body, which is essentially what you said. I'm just trying to get the most out of this particular setup. I don't believe that it currently gets all the air that's available or that it needs, thus this project

Agreed, focusing on that aspect is well worth the effort. Maximizing the air that is available is by far the most efficient route.

[Z OH 6]

Originally Posted by JSH

In the first sentence of this thread, I said that my efforts are to direct more cooler air to the throttle body, which is essentially what you said. I'm just trying to get the most out of this particular setup. I don't believe that it currently gets all the air that's available or that it needs, thus this project

What your missing though is that Jason is already running a 1200-1300whp setup and he's just running an open element filter on the street and a bellmouth for the track. No fancy cold air/ram air setups. It's certainly fine if you want to pursue it as a project, I understand its fun to have projects, but I just don't see you getting anything out of it as long as you can already provide your engine enough air.

[JSH]

Originally Posted by ZL1Atlanta

Well the 8.20 @ 173 PB was ran in a little over 1k DA. The same setup was at an event a couple weeks prior with ~3300 DA and it ran 8.38 at 170.

That's .18 over 2300 ft., so that setup should run 8.10-8.11 at 0 ft. Using your .18 improvements over 2300 ft., my 9.61 would improve .54 theoretically, to 9.07, while I've been thinking 9.15. I've still got a ways to go to 8.9x. There's still more Jenny Craig I could do.

[ZL1Atlanta]

Originally Posted by JSH

That's .18 over 2300 ft., so that setup should run 8.10-8.11 at 0 ft. Using your .18 improvements over 2300 ft., my 9.61 would improve .54 theoretically, to 9.07, while I've been thinking 9.15. I've still got a ways to go to 8.9x. There's still more Jenny Craig I could do.

What I've found is that nothing scales quite that linearly, but on paper it makes sense. You know how it is - better air equals more power and too many times more power equals more problems.

That new intake I referenced, while enabling more air into the blower, it also started forcing my TB closed. It already has the latest upgraded motor in it so Nick Williams sent us some new stuff try.

[JSH]

Originally Posted by ZL1Atlanta

What I've found is that nothing scales quite that linearly, but on paper it makes sense. You know how it is - better air equals more power and too many times more power equals more problems.

That new intake I referenced, while enabling more air into the blower, it also started forcing my TB closed. It already has the latest upgraded motor in it so Nick Williams sent us some new stuff try.

And I assume you had to change your tune when you put on the velocity stack versus using a conventional filter?

[ZL1Atlanta]

Originally Posted by JSH

And I assume you had to change your tune when you put on the velocity stack versus using a conventional filter?

The new intake did need a new tune. The one in the picture was able to run with filter on or off with the current engine. My old engine needed a separate tune for filter and velocity stack. Part of the challenge there is the 120mm TB.

[JSH]

Originally Posted by ZL1Atlanta

The new intake did need a new tune. The one in the picture was able to run with filter on or off with the current engine. My old engine needed a separate tune for filter and velocity stack. Part of the challenge there is the 120mm TB.

I can imagine. Just getting from the 6-in big gulp to the 4.4 in throttle body on my engine wasn't easy