Has anybody used a procharger on a chevy inline 6 (250)?
If so how did it run?
procharger vs. turbo.
Hank(MBHD)used a Paxton for a while on a 250 before.
Yes I did run a Paxton for a while.
Only made approx 8-10 psi & ran low to mid 12's on pump gas w/no intercooler.3400 lb car.
I always wanted to run a turbo,I believe w/a turbo it will make the most power over a procharger or others.
When running a high boost blower,you would or should mod the crank & use a more stout crank key set-up to drive the high boost blower,takes a lot of power to turn a blower for high boost.
With a turbo,,it is basically free power to drive it,but,,,there is a restriction in the exhaust,but,there are no belts,no slipping belts,no belts to change & so-on.
All depends on what you want out of it.
W/a turbo & auto trans,you can boost launch much easier than a centrifugal blower.
My Syclone has a stock original 2100 stall torque converter.
I can boost launch @ 0,5,8,10,15 PSI or more & still only be @ 2100 rpm. Cant do that,(generally speaking ) w/a centrifugal supercharger.
A centrifugal supercharger,boost will come in slowly(for the most part)which is good for getting traction,so generally speaking,a centrifugal blower will not launch @ 20 psi, the boost pressure comes in gradually ,but when it gets to full boost,look out,it will scream!
So ,it all depends on how you set it up centrifugal supercharger.
But w/a turbo,boost pressure it almost lmitless.
MBHD
it all depends on how you set it up centrifugal supercharger
That's the key: blower speed can't be changed without replacing some part of the drive system: one or both pulleys, and possibly a belt (if you run out of adjustment).
Not all ratios are possible with pulley combinations you can buy, or will fit into your bracket set.
A much more complicated method, but that allows easier ratio changes afterward, is a jackshaft with a secondary ratio built into its pulleys. This allows the blower and crank pulleys to stay in place (much less work stripping the engine); you just substitute different diameters on the jackshaft.
Example:
Engine 6"
Blower 3"
Ratio 2:1
If a J/S is used, it can have a 4" at the engine end and anything from a 8" down to a 2" at the blower end. The pulley diameters can be smaller or larger than the originals because they don't interfere with anything.
Math: crank ÷ J/S-1 × J/S-2 ÷ blower = ratio
Example:
6 ÷ 4 × 8 ÷ 3 = 4:1
6 ÷ 8 × 4 ÷ 3 = 1:1
I am with ABW.
Is a Centrifical Supercharger both cheaper and easier to set up than a Turbo? Besides the pulley tuning? My goals are lot's ofstreet driving and manual trans in my 3400 lb Nova.
I'm assembling the pieces to do a 292 right now with a VS57 McCulloch blower and even adding an intercooler and swapping pulleys and various small parts, I think I'll stay around $1000.00 and more importantly to me I'll keep the dual exhaust sound.
See I like the idea of leaving your exhaust to be EXHAUST. I am a fan of Turbo's just not the complexity of installation