I dont post here that much anymore now that I'm mostly racing my Mustang. As fewer of us are posting here, have you guys ever thought about a collection of FAQs for this board? I see the same questions getting asked over and over again and wonder if we could just point the newbies to a post that could address most of their needs. How many times have you seen these Qs:
-How much horsepower will this combination make?
-Fuel system...
-Cooling...
-Best superchager kit...
-belt slip...
-how much boost on stock cr...
-etc.
-etc.
Just a thought!

 

completely agree that we need a few stickies in the FI section. Including pictures of supercharger combos, turbo combos (with info on the source), etc.

 

I don't think this would be that helpful. If someone has an interest in playing with the C4 and they have a question then a forum is a great place to ask. Perhaps someone should create a Forced Induction C4 web page instead.

 

I think we could post whats done to our engine and REAL dyno numbers or et not guestimates. It could give people Ideas of what they want to do.

 

LTx based C4s:

Supercharger: Belt slip is the most prevelent issue with the LTx based engine. Contrary to much information on this subject, the vast majority of the belt slip issue resides at the crank pulley, based upon (Vortech and Procharger) standard kit design and serpentine belt routing. The standard belt routing for these systems requires minimal serpentine belt contact at the bottom of the crank pulley and ALL accessories are being driven by that contact patch. Currently, the best/most popular fixes are to replace the crank pulley with a unit that afford a dedicated drive just for the supercharger and to replace the bracket, which now requires a tensioner.

Optispark: if you have a weak checkvalve or a dry venting location, the effect of pressurizing your intake system could result in moist air being blown into your distributor, causing all the wet distributor issues you might expect. Currently, the best fix is to route the non-vacuum port to someplace dry (to an interior area of the car...) and to route the vacuum side to a port near the blower inlet or to a constant vacuum source (e.g., vacuum canister, etc.).

Procharger Intercooler: It tend to heat sink quickly with higher boost applications and it has a high resistence (I realized a 4 psi drop across the intercooler).

Centerforce Dual Friction Clutch: Experience slippage at anything above 550 ft lbs of torque.

McCloud twin disc clutch: apart from price and some minor machine work at the pivot ball, no issues at issues to 700 ft lbs torque (on drag radials).

How much HP from "x" amount of boost: There are more variables than can be provided in an FAQ but rule of thumb would be approxiamtely 4% per every one pound of boost, which presumes a relatively stock engine (better flowing engine would have higher percent factor). A little excel math:
=sum((lbs boost * 0.04) + 1) * rwhp)
If a car had 350 rwhp NA and you put 8 psi boost to it, a ball park would be: 462 rwhp. This is a linear representation of a curve that would likely have steep decay rate of the percentage factor as boost levels increased, but, it’s a starting point...its just a benchmark!

 

We have an optispark FAQ below.

 

pics I've collected over the years

http://s242.photobucket.com/albums/f.../supercharger/

http://s242.photobucket.com/albums/f...orvette/turbo/

 

There wa a guy that did a big block conversion into a C4 (Tony Dees?) that had a good collection of photos and narratives about the process/experience. Do any of you recall those posts? Also, someone did an LS1 conversion too. Talked alot about flywheel, motor mounts, and accessories issues.

 

Isn't Tony the one with a Big-Block and a chain driven lower. And the engine is like 532 or 572ci? He rarely comes on the site anymore, but I he did post a few times several months back...

I would love to see the details of his install, and combo..