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Discussion Starter #1
what upgrades should be done to the engine to make it bullet proof for 7and a half pounds of boost?
 

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copcharger said:
what upgrades should be done to the engine to make it bullet proof for 7and a half pounds of boost?

Well simple engine build for boost is forged crank, forged rods, forged pistons and don't forget some strong pushrods for the the older motors ;). Get the heads ported and polished, some good rings for the pistons, and port match the intake to the heads.

With the above I see 10#'s not being an issue

on the 6.1 I wish they would have went with forged rods and pistons to match the crank. This way it would be safer to run boost on it with its higher compression.
 

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does any one see the supercharger kit that is offered bieng detramental to the engine? i am going to buy this kit along with the headers and high flow cats. i dont want to have to buy a new motor in 20k miles
 

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does any one see the supercharger kit that is offered bieng detramental to the engine? i am going to buy this kit along with the headers and high flow cats. i dont want to have to buy a new motor in 20k miles
Yes,
read this thread.
Supercharger possible issues
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copcharger said:
does any one see the supercharger kit that is offered bieng detramental to the engine? i am going to buy this kit along with the headers and high flow cats. i dont want to have to buy a new motor in 20k miles

I would say no, but if only things are done right. If you run 6-7#'s boost, the engine should have no problems long as the tune is done right, you always run high octane and the intake charge never gets to hot.

I would get an wideband A/F monitor with basic datalogging so that you can always be sure your not running lean, and also I would look into aftermarket ignition system with diffrent timing options and safe rev limits. Most cars have soft limiters that limit fuel at the top end causing major issues if you hit the limiter under boost
 

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Discussion Starter #6
so is the general concensus that the stock motor should be able to handle the seven and a half pounds of boost plus the added hp and trq. from the headers and exhaust? im not trying to throw a rod or something. just trying to find out what i should do as some preventative maintanence
 

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I would be patient and see how the first few cars pan out for maybe six months. Any serious issues should surface by then. Of course, and decreased longevity would take much longer to show.
 

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So, I call Horseepower Sales in Boynton Beach F-L-A and I eventually got to talk to the THE MAN WHO CRACKED THE ECU AND GOT A ROOTS BLOWER TO WORK WITH THE 5.7L HEMI!!!! Careful now, dont go testing your Depends just yet! I was not given direct permission to mention his name so I will call him Mr.P. Mr.P had cracked the ecu and tuned the 5.7HEMI to work with the supers, BUT he said there was a critical problem. He said that when you reach around 120hp+ at the wheels that the pistons start FAILING due to the thin top land construction. Also he said the rods life really starts going away and breakages occuring at this power level.
Just incase you did not feel like reading the whole post I referenced above. I believe the GS super charger kit brings rear wheel horse power to around 400hp.
This is 120hp increase at 6 pounds of boost. I would not go higher than that unless you can afford to fix any problems that may occur.
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maneval69 said:
Just incase you did not feel like reading the whole post I referenced above. I believe the GS super charger kit brings rear wheel horse power to around 400hp.
This is 120hp increase at 6 pounds of boost. I would not go higher than that unless you can afford to fix any problems that may occur.

A roots blower is alot more strain, the other S/Cers (like the novi), the roots blowers add alot more to the low end
 

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Hmm, AFAIK, pressure is pressure, unless the rise time is different. More strain to spin the extra mass, though, which should not be a factor in ring land failures, maybe on the rods, though.

As far as "cracking the ECU", that I'll believe when I see. Folks have been trying to crack the NGC for a while now, unless the CANBUS has made it easier, I'm a huge Doubting Thomas on that.

Lastly, as a PSA, note GSMs kit has a year warranty on material condition and craftmanship. NOT engine failure, NOT bad install. These are industry standard, not anything bad, but something to be aware of. This is not an exhaust, or a CAI. It's a major mod.
 

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here is a list of things that changed on the 6.1 Hemi to handle the extra cylinder pressure and power.
# The basic, deep-skirted engine block structure was redesigned with reinforced bulkheads to handle higher loads.

# To get more air in and out of the cylinders, SRT engineers bored out the diameter of each cylinder by approximately 3.5 millimeters in order to increase the total displacement from 5.7 liters to 6.1 liters. Cylinders are honed with torque plates to ensure a truer bore, to reduce friction and increase power.

# Oil squirters, aimed at the underside of each piston, are added to aid piston cooling for engine durability. A special oil pump pressure relief valve is added to accommodate the squirter oil flow.

# The oil pan and windage tray are modified to manage oil return to the pan sump at high engine speeds and improve power.

# Larger-diameter, flat-top pistons with high-load capability are specified to handle the SRT 6.1-liter HEMI?s compression ratio, which was increased to 10.3:1 from 9.6:1. Connecting rods are redesigned and make use of higher-strength powder metal material. New floating piston pins are introduced to handle higher loads.

# The SRT 6.1-liter HEMI?s crankshaft is forged from micro-alloy steel and rotates in tri-metal main bearings for high-load capability. The crankshaft damper is retuned for higher engine speeds.

# The SRT 6.1-liter HEMI features cylinder head ports designed with larger cross-sectional area. This allows 11 percent higher flow in the intake ports, and 13 percent higher flow in the exhaust ports.

# A billet steel, high-strength camshaft features more overlap and lift for better performance.

# Intake valves feature hollow stems and 2 mm larger heads compared to the 5.7L engine, allowing more air flow. The hollow exhaust valve stems are filled with sodium to dissipate heat efficiently. Premium valve springs with external dampers enhance the SRT 6.1-liter HEMI?s valvetrain and enable higher engine speed operation to 6,400 rpm. The valvetrain system enhancements allow the peak output engine speed to increase to 6,000 rpm from 5,000 rpm ? a 20 percent increase.

# Engine breathing is improved with specially designed intake and exhaust manifolds.

# The cast aluminum intake manifold is designed with shorter, larger-diameter and tapered runners for high-speed tuning. Internal runners are core-dipped to smooth the runner finish and improve air flow.

# Fuel injector flow capacity is also increased by 14 percent over the 5.7-liter engine. Electronic throttle control is shared with the 5.7-liter HEMI, but breathes through a revised high-flow air cleaner box outfitted with a tuned resonator delivering a deep performance sound character (and good for an extra eight horsepower).

# Exhaust headers on the SRT 6.1-liter HEMI are individual tubes encased in a stainless steel shell. Exhaust runners allow increased gas flow while maintaining fast catalyst light-off, while adding 12 horsepower over the 5.7-liter engine?s cast manifolds.

# To control the combustion process, SRT engineers fine-tuned the engine management system using dual knock sensors with premium fuel.
All that to support an additional 85 HP and 30 ft.lbs of torque.
Seems like the piston a connecting rod changes would be needed to support a supercharger.

this info came from Allpar.com
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Is that guy who you are not to mention his anme the same guy that drives the yellow gmc pickup with the blower?????

because if its the same guy I talked to him last year when I installed my drop kit regarding the ECU and he told me he could fix it.
 
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