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Small Block Chevy Mini Blower Test - Danger Mouse Part 10

A Weiand Mini-Blower Gives Our Mule Some Serious Kick

CLICK BELOW TO SEE ALL OF THE STORIES COVERING THE BUILD OF PROJECT DANGER MOUSE

DANGER MOUSE PART 1

DANGER MOUSE PART 3

DANGER MOUSE PART 4

DANGER MOUSE PART 5

DANGER MOUSE PART 7

DANGER MOUSE PART 8

DANGER MOUSE PART 9

DANGER MOUSE PART 10

DANGER MOUSE PART 13

DANGER MOUSE PART 14

DANGER MOUSE PART 15

DANGER MOUSE PART 18

DANGER MOUSE PART 20

DANGER MOUSE PART 22

DANGER MOUSE PART 23

DANGER MOUSE PART 24

DANGER MOUSE PART 25

By now, you're probably used to seeing us test the next bolt-on on or swapping in a new cam or changing rocker arms to see what kind of power Danger Mouse could make. Well, this month is no different, except our new cam and bolt-ons gave us over 600 hp on pump gas! And although the parts we tested this month were truly just bolt-ons, the power they gave makes their added cost a more than fair trade. Besides, when you've got an otherwise mild small-block under your hood that can kick out 600+ ponies at a moment's notice, who's going to fault you for spending a little more bucks to get it?

SUPERCHARGED POWER
While the key to power this month was the addition of a Roots-style Weiand supercharger, (a.k.a: a blower), we first had to install a couple of complementary components to make sure that the blower wouldn't blow the engine. The first big change for DM this month was the installation of a pair of Trick Flow Specialties (TFS) aluminum cylinder heads that we got from Summit Racing. The TFS heads did several things for DM. First, they lowered the compression from 9.25:1, which is what the iron Vortec heads gave it, to a more blower-friendly 8.5:1. The reason low compression is better for blowers is simple. By effectively forcing more air into the cylinders than the engine could normally breathe, the blower increases the volume of air that is subject to the compression ratio. And that extra volume of air creates much higher combustion chamber pressures, because any time you squeeze more air into the same size space, the pressure will go up. Increased cylinder pressure can quickly lead to detonation on pump gas. So, if we'd kept the original 9.25:1, the engine probably would have pinged and we'd have holes in our pistons. Besides, with a blower it's easier to make power by adding boost, so we choose to lower the compression ratio with larger combustion chambers in the TFS heads. Also, since they're made from aluminum, which tends to transfer combustion heat into the engine's cooling system better than cast iron does, the TFS heads helped further delay detonation.

The other change we made to prep DM for the blower was the installation of a Comp Cams Nitrous HP camshaft. While the name of this cam would lend one to believe it's strictly for nitrous engines, the truth is that both blowers and nitrous supercharge an engine in a very similar way. They both get more air into the cylinder then the engine could on its own, so a nitrous cam can substitute for a blower cam. And this cam is still mild enough for the street, but it did add some lift and duration over the last XE268H camshaft we ran (see: Parts 7 & 8). But, the supercharger also calms down a wild camshaft and you can easily get away with a lot more duration on the street once you install a blower. And the Nitrous HP camshaft is ground with a wider lobe separation angle, which blower motors typically like.

PUMP GAS POWER
At most Southern California gas pumps we can only buy 87, 89, or 91 octane fuel. Some other states have unleaded gas going up to around 94 octane and, while that's certainly better than 91, it's still not enough to keep 10-plus-psi boost from rattling your engine. Luckily for all of us, the chemists at 76 Racing have been inhaling fumes for way too long and they've cooked up a 50-state legal, 100-octane unleaded pump gas that's available at many 76 gas stations nation wide. If you can't find this pump gas in your town you can email for locations at: race76@pacbell.net.

The whole reason we bring this up is because as boost increased, we added the 100-octane gas to keep DM from detonating. During all tests, we monitored detonation using a knock sensor screwed into the block and some special electronic equipment to keep track of how much DM was pinging until we added the extra juice. Without the 100-octane gas, the detonation was slight, hardly enough to hear over the noise in the dyno cell, but it was clear as day on our monitor. And to get the most power possible on the very last two pulls, we increased ignition timing by four degrees and just to keep the knocking beast at bay, we topped off the 100-octane gas in the dyno's tank with a can of NOS Racing Formula octane booster just to be safe. The extra timing and high octane worked magic on our motor and DM is now officially a 600hp Street Mouse.

Baseline Power
To find out just how much power the blower added, without any help from the cam or heads, we first tested DM wearing it's favorite Edelbrock Performer RPM Air Gap manifold and the same Demon 750 carb we've used in every test session except No. 8 (April '03).

Surprisingly, even with 3/4 of a point less compression and a lot more duration on the cam, the TFS heads cranked out 17 more peak horsepower and lost only 5 lb-ft of peak torque compared to the smaller-cam tests and the iron Vortec heads. However, average torque fell off as much as peak horsepower gained, which is the same result we've come to expect from bigger cams, less power down low traded for more power upstairs. In fact, the nitrous cam extended DM's top-end by more than 600 rpm, but it traded a lot of low-end power to get there. The lack of low-end can also be partially attributed to the lower compression ratio. If we had not been planning to add a blower, we'd never have gone with so much cam and so low compression. The loss of low-end would make the car drive like a pig. But the end result was still quite impressive on the dyno and if we'd had the time to test it normally aspirated on 87-octane fuel, we might have seen just a bit more power, which is something to think about.

7TH SERIES OF DYNO TESTS
Even tough we've skipped a few months while DM was being prepped for this undertaking, we'll still continue to number the series of tests consecutively. However, the last tests you saw in the April issue were done on a different dyno and involved only carburetors, so we've left those out of the numbering sequence. We begin this month with Test 18, which was the last test we ran at Westech, prior to building the engine for the blower. Test 19 is the normally aspirated test to see how much power the engine made in its blower-prepped configuration. And test 20 shows the power we made at maximum boost with the Weiand 177-cid blower installed. Although there isn't room to print all the blower pulley/boost combinations we ran, you can see more test results online at www.superchevy-web.com. Unless listed, no other changes were made for any test.

Test 18:
Scoggin-Dickey Vortec iron heads (PN SD8060A, 64cc chambers, 170cc runners, 1.94/1.50 valves), Edelbrock RPM Air-Gap Vortec manifold, Speed Demon 750 carb, Wilson 1 1/4-inch open carb spacer, Comp Cams XE268H camshaft (268/280 adv dur, 224/230 dur @ .050, .477/.480 lift, 110 LS) straight up. Comp Cams 1.6:1 Magnum roller tip rockers.

Test 19:
TFS aluminum heads (Summit Racing PN TFS-30400013-CNC, 72cc chambers, 195cc runners, 2.02/1.60 valves), TFS pushrods (Summit PN TFS-21407850), Edelbrock RPM Air-Gap Vortec manifold, Comp Cams NX274H camshaft (274/292 adv dur, 230/244 dur @ .050, .487/.501 lift, 113 LS) straight up. Comp Cams 1.6:1 Pro Magnum roller rockers.

Test 20:
Weiand blower running a 3.07-inch diameter top pulley and 7-inch diameter bottom pulley (228% overdrive, i.e. at 5,000 engine rpm the blower is spinning 11,400 rpm). Peak 10.3-psi boost at 6,500 rpm, 36 degrees total timing, Holley 950HP supercharger carb, 100-octane unleaded pump gas from 76 Racing Fuels & Lubricants and NOS octane booster.

Test 18

Test 19

Test 20

RPM TQ HP TQ HP TQ HP
2600 371 184 358 177 490 243
2800 379 202 363 193 500 266
3000 400 229 382 218 514 293
3200 425 259 414 252 526 320
3400 431 279 417 270 543 352
3600 436 299 417 286 555 380
3800 435 315 415 300 557 403
4000 430 328 413 315 561 427
4200 431 344 413 330 567 453
4400 439* 367 418 351 568 475
4600 437 383 434* 380 571 500
4800 438 400 425 389 571 521
5000 429 408 412 392 564 537
5200 417 413 408 404 560 554
5400 407 419 407 419 558 573
5600 398 424 405 432 547 583
5800 387 427* 399 441 532 588
6000 N/A N/A 384 439 518 592
6200 N/A N/A 374 441 508 600
6400 N/A N/A 356 434 494 602*
Max 439 427 434 444 574 602
Avg 418 335 401 340 539 462
* = peak

Send your test suggestions to:

SUPER CHEVY MAGAZINE
Attn: DANGER MOUSE
774 Placentia Ave.
Placentia, CA 92870
Or Email: mike.petralia@primedia.com

WEB ONLY COVERAGE

When testing any blower on the dyno, it makes sense flog a bunch of different pulleys since that's how you make more boost and boost=power in the blower game. For this test, we ran DM in the most common drive ratios that would be used with this size blower on a 355cid small-block. Remember, as engine displacement goes up, blower displacement must also be increased. That means that a small 177cid blower like the one we tested would not really be the best choice for a big 400+cid engine. For that, you'd want a larger blower, like Weiand's 250cid unit. All of the small cid superchargers sold by Weiand operate in a constant overdrive condition, which means that they're spinning faster than the crankshaft at all times. While all the big 6- and 8-71 blowers we're used to poking through hoods usually operate under driven.

Test W1:
3.25-inch top pulley
6-inch bottom pulley
Drive ratio: 184% overdrive
Ex: at 5,000-rpm engine speed the blower is spinning 9,250 rpm
36 degrees ignition timing
92-octane unleaded pump gas from 76 Racing Fuels & Lubricants
5.0-psi peak boost at 6,600 rpm

Test W2:
3.07-inch top pulley
6-inch bottom pulley
Drive ratio: 195% overdrive
Ex: at 5,000-rpm engine speed the blower is spinning 9,750 rpm
32 degrees ignition timing
92-octane unleaded pump gas from 76 Racing Fuels & Lubricants
6.7-psi peak boost at 6,200 rpm

Test W3:
2.85-inch top pulley
6-inch bottom pulley
Drive ratio: 210% overdrive
Ex: at 5,000-rpm engine speed the blower is spinning 10,500 rpm
36 degrees ignition timing
100-octane unleaded pump gas from 76 Racing Fuels & Lubricants
8.0-psi peak boost at 6,500 rpm

Test W4:
2.85-inch top pulley
7-inch bottom pulley
Drive ratio: 244% overdrive
Ex: at 5,000-rpm engine speed the blower is spinning 12,200 rpm
32 degrees ignition timing
100-octane unleaded pump gas from 76 Racing Fuels & Lubricants
10.7-psi peak boost at 6,100 rpm

Test W1 Test W2 Test W3 Test W4
RPM TQ HP TQ HP TQ HP TQ HP
2600 449 222 472 234 469 232 500 247
2800 451 241 477 254 475 253 507 270
3000 457 261 487 278 483 276 517 295
3200 469 286 499 304 499 304 529 322
3400 487 315 512 332 519 336 542 351
3600 493 338 524 359 528 362 554 380
3800 497 360 529 383 528 382 554 401
4000 504 384 534 407 538 410 560 426
4200 504 403 537 429 538 431 565 452
4400 509 426 536 449 540 453 568 476
4600 513* 449 540* 473 546* 478 573* 502
4800 510 466 538 491 541 494 567 518
5000 504 479 529 503 537 511 558 531
5200 501 496 526 521 537 531 553 548
5400 500 514 523 538 534 549 548 563
5600 495 527 516 551 524 559 535 571
5800 486 537 505 557 513 567 520 574
6000 479 547 490 560 500 571 504 576
6200 469 553 480 566 486 573 490 579
6400 459 559 472 575* 476 580* 481 586*
Max 513 560 540 575 546 580 573 586
Avg 486 417 510 437 514 441 535 457
* = peak
SOURCES
76 RACING FUELS & LUBRICANTS
(800) 345-0076
www.76.com
Summit Racing Equipment
P.O. Box 909
Akron
OH  44309
Chicago Pneumatic COMP Cams
Westech Performance Group
11098 Venture Dr., Unit C
Mira Loma
CA  91752
9-09/-685-4767
www.westechperformance.com
Edelbrock
Dept. 5.0
2700 California St.
Torrance
CA  90503
310-781-2222
www.edelbrock.com
Holley Performance Products
1801 Russellville Rd.
Bowling Green, KY 42101
KY  42101
270-782-2900
www.holley.com
Scoggin-Dickey (SDPC)
5901 Spur 327
Lubbock
TX  79424
Demon Carburetion
Dahlonega
Ge
7-06/-864-8544
barrygrant.com
Weiand
N/A
800-HOL-LEY1
www.holley.com.
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