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I'm not sure if you can put a TCC lock switch on your setup but it's the same for any electronic TCC lockup vehicle where you need to command full lock for the dyno.

I plan to do it by sending the correct diagnostic command to force lock but you can also put it on a switch in some vehicles. Then you get it in D3, force-lock the TCC at low RPM speed, and make the run.
 

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This work is ace!
I hope someone brings out a bolt on kit (am not up to this kind of work).
A friend did a conversion with a similar blower (different motor).
The belt drive was the troublesome issue.
Slipping especially when more boost used.
V belts are out, ribbed slightly better. Toothed cam belts best.
I presume the ford, mercury and jag blowers are all related as was all part of same company.
If the head gasket is trouble, the old way is to wire ring the cylinders with MIG welding wire.
I always fancied a GMC 6-71 blower on a GMC Jimmy......but this is the modern way to go!!!
 

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respect the DB4 5722....
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We are hoping for some more updates here....LOL. Is the truck still running? Are you still pushing the air through the C-code intake? We have a J-code (modified two plane), intake here, that we will donate to the cause.

After checking out your videos again, figure that your dyno numbers are probably a little on the low side. When we first started to go to the chassis dyno, we needed to calibrate our old truck to their dyno in order to have a correct tach reading. In adjusting this tach reading up and down, during calibration, we were able to skew the dyno results. In your video, we did not notice an rpm reading on the analog display, nor on the digital readout. Without this added information, it is difficult to form a full graphic representation of the results.......J&J.
 

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Discussion Starter #65 (Edited)
Sorry haven't been online here for a while.

The truck is doing great, driving it almost every day. Maybe 50kkm (~30tmls) with the mechanical charger. No single problem.
The 6-groove belt must be replaced after approx 15kkm (~10tmls), mostly because the tensioner is sligtly misaligned... but that is not a big deal.

Last summer i replaced the rear gears from 3.73 to 4.10. With TH700 and 29" tires - it is a good combo, 3.90 might be right on the spot for me though.
About the same time i turned a bit more injection advance (turned down when installed charger to be safe). The truck accelerates and behaves much better with these changes.

I am pretty sure the engine has +600Nm (+450ft) instant torque. Minor movement on the pedal accelerates the truck. Wife's horse trailer hauled without sweat. At city speeds traffic lights it is easy to surprise others. However, as mentioned on earlier posts the injection pump obviously can't deliver enough on higher revs -- the power falls short when pushing pedal further down and using revs above approx 2800 (dont have an rpm gauge).

A 4911 IP is on a wish list, but there seems to be always other money pits everywhere, and the truck is drivable this way. 4911 would be tempting just to see how much power the engine would gain.

@Turbonator, thanks for the offer of the intake. Heartfelt appreciated, would be happy to get it. That would sure improve air-flow. I'll PM you. If you, or some of you guys, might have a decent condition, affordable 4911 laying around, i would be interested too.

Thanks for all the likes on the thread :) this is a special community on the net :beerchug:

Juho
 

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Came across one of your vids on youtube the other day. Sounds soooo good. Wholesome!
 
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respect the DB4 5722....
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we will be curious to see what difference in over-all air-flow an open j-code 2 plane intake makes, with no other mods.... for sure it will be noticeable.....J&J
 

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Discussion Starter #68 (Edited)
Turbonator sent me the J-code intake, and we agreed an almost new custom 4911 injection pump. Thanks again Jim&Jeff for the good deal and your help :bow:.

I received the parts tuesday, started to pull IP and intake yesterday Wed, and today Thu afternoon the truck is running again. Removing and reinstalling the super charger took extra time, although it is quite easy removable from the cradle.

Runs really good. Much more usable power. Power curve is smoother; without weird peaks and dead spots. Feels almost like driving around a mild gas big block. Accelerates really good for a diesel truck. i gotta clock it someday. Flooring from stop would spin tires dry asphalt. Mileage will sure drop 'cause i am enjoying the power everywhere. Still a diesel truck is half the fuel cost to to a gas engine with this driving style (European gas prices, u know).

The non-egr intake sure enhance air-flow, the egr-intake design looks really stupid when you have both intakes side by side.

Idle and engine sound is healthy with the new IP. Didn't realize how worn out the old IP was.

The timing chain is most likely stretched, compensated by turning a bit more advance at the IP after the first test drive.

Although Turbonator said i will be happy with the IP as is; I couldn't resist, but turned 1/8 the injection screw while on the table :) Now there is healthy power smoke when WOT accelerating to a highway, but not excessive IMO.

No turning back: to get rid of the smoke means more air LOL ... Intercooler might help, and would be quite cheap and easy upgrade, next.

I will dyno the truck again someday, for our reference.


The setup now:

'87 C10 (R10)
520kkm/325tmls at odo
1900kg/4150lbs empty
235/75/15 (29") tires
almost original appearance in&out


6.2dsl
heritage says the engine is rebuilt in the past, but no docs about it
Super charger Eaton M112, pulley ratio 2.79, boost at idle ~2psi, cruising ~5psi, max ~10psi
Non-egr J-code intake
Turbonator's custom 4911 IP
New std injectors (3yrs ago new :) )
Free-flow fresh air filter
2-1/4" duals with dynomax mufflers
Dual electric fans

TH700R4
.500" boost valve and corvette servo, modified accu springs and VB spacer plate feed holes
corvette/camaro std torque converter, flash to ~2000rpm
aux cooler
DIY TCC controller

8.5" axle
4.10 ratio
Eaton TrueTrack posi


Mileage 12-17 l/100km (14-19mpg)

Fun factor 5/5

.
 

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respect the DB4 5722....
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:sofa::sofa:

Be careful of your head gaskets......LOL.

The real beauty of superchargers, is the reduced back-pressure and instant boost.

Glad you are happy with the pump. When it was built for us, we had Fred (Badger Diesel) calibrate it to 75mm¨3 (75cc's/1000 strokes), so with another flat, you must be getting close to 80cc's of fuel......:thumb: It was a NOS 5079, re-calibrated to just over 4911 specs, while maintaining the hardened input shaft and transfer pump (military Arctic kit). We opened it up again, after removing it from "Rattlepuss"and changed the throttle shaft, so you could use your TPS (throttle shaft is different for military TPS).....

BTW, we need a couple of videos.....possibly a burn-out video.....J&J.
:cool2::bigglasse
 

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Hi,

thanks for comments.

I found a $55 Holley 6-groove 6.7" power steering steel pulley at Summit.

Then i played with math formulas to calculate supercharger pressure.
Google found a few sample equations and online calculators.
The outcome of the calculations is that i realized while i don't know the Volumetric
efficiency of the engine and charger setup,
the boost estimation is a shot in the dark. depending on the flow efficiency
the equations result a few psi up to 10+ psi of boost.


quote:
"the 0.9 factor is the ~VE for the typical intake tract under non-boosted conditions.
The number 3,456 is just a mathematical factor to make the units come out properly.

CID*rpm/3,456*(.9) = engine airflow requirement
((blower CFM/airflow required)*14.7) – 14.7 = boost

So, as an example if you have a 350 and a 1,000cfm blower and want to make peak boost at 6,000rpm:
350*6,000/3,456 = 607*.9 = 546
1,000/546 = 1.83*14.7 = 26.9 – 14.7 = 12.2psi is the approximate max boost at 6,000rpm with 1,000cfm."


in my case
379ci * 3600rpm / 3456 * .85 [eng VE] = 336cfm

Eaton M112 is 112 in3 = 0.065 ft3, so
.065 ft3 * 2.4 [pulley ratio] * 3600rpm * .9 [SC VE] = 505cfm
hence
505cfm / 336cfm * 14.7 - 14.7 = 7.4psi

consider SC VE 80% and calculated boost drops to 4.9psi, on the other hand
if SC VE 100% and Engine VE 80% and the boost jumps up to 11.4psi

If you have comments to the calculation and VE estimation, please share :duh:

~7psi estimation with 2.4 pulley ratio (w/ 6.7" crank pulley) is fair enough for the beginning.
I'll order the 6.7" Holley pulley and start from there.
When i see what this pulley setup gives boost, i can estimate further the
right cu$$$tom manufactured 8-groove pulley size.

The mad-max style magnetic clutch SC pulley would be cool :) However,
that's too much trouble for me. The pressure bypass does almost the same but smoother.

When i receive the lower pulley and have it placed i can begin to mount the SC and line up the pulleys :coolnana:

Thanks.
Got two supercharged engines in my boat ref pics above
What piston comp do you intend to use ?

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The M112 is OK for the 6.2. Anyone intending to supercharge a 6.5 should also consider the M122 off the Mustang. Best choice is the later gen Eaton TVS 2300.
These engine love extra air.
There are universal snout systems available to help with pulley alignment.
There is a manifold available that will allow fitment of virtually any supercharger to the 6.2 and 6.5 diesels, this manifold has provision for an internal heat exchanger and it is insulated from the heads with 6mm phenolic spacers.
These engines can be easily supercharged in a weekend.
 

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The M112 is OK for the 6.2. Anyone intending to supercharge a 6.5 should also consider the M122 off the Mustang. Best choice is the later gen Eaton TVS 2300.
These engine love extra air.
There are universal snout systems available to help with pulley alignment.
There is a manifold available that will allow fitment of virtually any supercharger to the 6.2 and 6.5 diesels, this manifold has provision for an internal heat exchanger and it is insulated from the heads with 6mm phenolic spacers.
These engines can be easily supercharged in a weekend.
Hi have you a picture off your housing for charger ?

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Hi have you a picture off your housing for charger ?

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How did you cool your engine with blower on ?
Because you aint got cold salt water pump through your engine like i have !

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Supercharged 6.2!? Woah, last time I seen one was like 10 yrs ago.
 

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How did you cool your engine with blower on ?
Because you aint got cold salt water pump through your engine like i have !

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Hi
You can view one off my engines hanging in a crane just started after rebuild
On youtube chevy 6.5 marine supercharged engine
Name on it is wideboyi
there is two videos
use the one with water coming out off exhuasts 300hp you can see large charge cooler
bronze
in inlet manifold ,at back off engine
sea water temp is 12c to 15c in uk
this gives a cold blast in cylinders from blower with standyane DB4 Injection pump marine injectors 18/1 comp
No electronics on this engine simple

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The M112 is OK for the 6.2. Anyone intending to supercharge a 6.5 should also consider the M122 off the Mustang. Best choice is the later gen Eaton TVS 2300.
These engine love extra air.
There are universal snout systems available to help with pulley alignment.
There is a manifold available that will allow fitment of virtually any supercharger to the 6.2 and 6.5 diesels, this manifold has provision for an internal heat exchanger and it is insulated from the heads with 6mm phenolic spacers.
These engines can be easily supercharged in a weekend.
Who makes this intake?
 

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Sky pilot j.
Bullet is a business in Queensland, Australia. They build 6.5 conversions and specialise in putting blowers on instead of turbocharged.. very neat work. I would suggest you google his website.
 

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Sky pilot j.
Bullet is a business in Queensland, Australia. They build 6.5 conversions and specialise in putting blowers on instead of turbocharged.. very neat work. I would suggest you google his website.
Look at my 6.5 supercharged lyscome roots charger 5.7 ltr
chevy marine engine with charge cooler inside the inlet manifold
300hp 680nm torque @1500rpm
On you tube ! hanging in engine crane my driveway
Water comes out off exhausts manifolds are alloy with water jackets and risers are stainless

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