Vortech Supercharger Interest
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From: VC, California
I should be in contact with them again in the next week or two after the holiday.
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The point with the SRT-4 is that they modified the 2.4 to make it reliable and perform better with forced induction. Reduced the compression ratio. Do you plan to do this with yours? There is a reason why people who build forced induction motors use lower compression ratios. The trucks is high, safe reliable gain is possible, just not as high as could have been with lower CR and more boost.
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The point with the SRT-4 is that they modified the 2.4 to make it reliable and perform better with forced induction. Reduced the compression ratio. Do you plan to do this with yours? There is a reason why people who build forced induction motors use lower compression ratios. The trucks is high, safe reliable gain is possible, just not as high as could have been with lower CR and more boost.
)
If needed...just like I did with my SRT-4, which still had its limits. Even a lower C/R engine will have issues with more boost. Hense the built motor, reflashed tune and Methanol injection...... The point is again....the techs at Vortech will determine a safe level of boost for their "shelf kit" based on their gradual testing of PSI, knock/Detonation, EGT, RPM, Octane, etc etc etc and not the C/R itself.
Admin formally known as 94rt10ohio
Joined: Apr 2005
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From: Curtice, OH
If it was a toy, sure, but it is my DD and I like the idea of life time power train on my DD.
Now... I hear life time power train goes bye bye in 2010. This could help demand for such a mod.
Now... I hear life time power train goes bye bye in 2010. This could help demand for such a mod.
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Joined: Sep 2009
Posts: 1
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From: Conway, AR
Vortech blown 360 Magnum, carbureted
I don't know if anyone reading this thread will have any interest in my setup, but it is a Vortech-blown motor and it is a 1998 Durango 5.9-liter Magnum, so there may be some issues I addressed that might be of interest.
First off, I am a newbie on this forum, and have NO experience with forced induction. I built a street car ('72 Valiant 4-door sedan/360 Magnum/904/8.75") for fun and games... nothing serious. My wife was going to be driving it, too, and she hates a car with a ragged idle, so, I bought a cam with very little overlap. With a 750 Holley and a nearly stock short block and heads (except for the cam) it ran 13.35 @ 102mph, through the mufflers with 340 exhaust manifolds. Not very fast...
I decided that if I was going to beat anybody at all (I hang out with a bunch of Buick Grand National guys), I'd better do SOMETHING, so, I bought a Vortech V-1 / S-trim "new-in-the-box" blower off EBay for a grand.
I built my own "kit" for this thing, mounting it where the battery used to sit, on the driver's side. The guy who sold it to me had a serpentine pulley for a Viper that he GAVE ME (C-N-C piece!) that nested inside my V-belt pullies, so that the only thing driven by that bottom pulley is the blower.
I had to fabricate a mounting plate (not very hard) and buy every nut, bolt, bracket, discharge plumbing pipe and a long list of incidental hardware that this installation required. It took me 2 years...
In the final analysis, here's what I ended up with:
1972 Valiant ugly duckling, 4-door sedan (25 pounds heavier than a Duster)
360 Magnum engine
Vortech V-1
Home-brew installation
1/2" fuel system
Hughesperformance cam (the same cam I had eariler) with .525"-gross lift; 214/218-degrees duration @ .050"-lift; 114-degrees of lobe separation; Crane roller rockers; heavy duty pushrods and 300# (open) springs
Extreme velocity hat
Carb Shop 750 (4150) Holley double-pumper, modifed for a blow-thru application
TTI stepped headers/2.5" mandrel-bent exhaust/ Dyno-Max Super Turbos
MSD Boostmaster ignition/Taylor wires
Snowperformance Boost Cooler meth injection set to start at 3#
Stock crank, rods, pistons, head gaskets, distributor (re-curved)
Stock heads except for a 3-angle valve job and MINIMAL bowl work
9:1 true compression (I measured it.)
Wheel horsepower figures from a Dyno-Jet inertia-roller chassis dyno were 445 hp and 470 ft.-pounds of torque at 10 pounds of boost. That factors out to 525 flywheel HP if you use the 15-percent figure for drivetrain losses. I didn't calculate the torque figure, but it feels like a freight locomotive...
On the drag strip, it ran 7.59 @93 moh in the eighth (9.74 @ 106mph in 1,000 ft.) We don't have a quarter-mile drag strip in Arkansas, but the Wallace Calculators program said that should equate to an 11.80 @ about 116 mph... The car weighs 3,600# with me in it.
It was very slick that day and my best 60-foot time was only 1.81, which is very poor for this car. It spun all the way through 2st gear in six tries... I have since bought new, wider slicks and changed my 3.55 gear got a 4.10. I expect it to pick up about .25 with those changes.
It's a different car with the blower... and, the most obvious difference is, when you make the 2-3 shift, there's no perceptible drop in acceleration... it pulls just as hard in the bottom of 3rd as it was pulling in the top of 2nd... it's weird!
I tried to post some pictures with this note, but the ones I have are too large for the size-filter, but if anyone wants pictures of the mechanical trappings of this thing, email me at billdedman@hotmail.com, and I'll be happy to send you some.
The whole thing, including a fuel cell (I run av-gas at the strip) two pumps (a 31 psi BIG pump and a Holley Blue for layman's duty) along with a half-inch fuel system cost me about $4,500.00.
So far, with the band-aids I've installed, and the av-gas for high boost (the Buick guys would laugh me out of the room for that one...) I haven't had any detonation-induced head gasket ot piston problems that I know of. (I do a lot of compression tests!!!)
Would I do it again???
At age 70, I'd think twice.... but, when I stand on it, it makes me laugh out loud!!! Never had a car that would do that, before... so, yeah, I probably would.
Bill, in Conway, Arkansas
First off, I am a newbie on this forum, and have NO experience with forced induction. I built a street car ('72 Valiant 4-door sedan/360 Magnum/904/8.75") for fun and games... nothing serious. My wife was going to be driving it, too, and she hates a car with a ragged idle, so, I bought a cam with very little overlap. With a 750 Holley and a nearly stock short block and heads (except for the cam) it ran 13.35 @ 102mph, through the mufflers with 340 exhaust manifolds. Not very fast...
I decided that if I was going to beat anybody at all (I hang out with a bunch of Buick Grand National guys), I'd better do SOMETHING, so, I bought a Vortech V-1 / S-trim "new-in-the-box" blower off EBay for a grand.
I built my own "kit" for this thing, mounting it where the battery used to sit, on the driver's side. The guy who sold it to me had a serpentine pulley for a Viper that he GAVE ME (C-N-C piece!) that nested inside my V-belt pullies, so that the only thing driven by that bottom pulley is the blower.
I had to fabricate a mounting plate (not very hard) and buy every nut, bolt, bracket, discharge plumbing pipe and a long list of incidental hardware that this installation required. It took me 2 years...
In the final analysis, here's what I ended up with:
1972 Valiant ugly duckling, 4-door sedan (25 pounds heavier than a Duster)
360 Magnum engine
Vortech V-1
Home-brew installation
1/2" fuel system
Hughesperformance cam (the same cam I had eariler) with .525"-gross lift; 214/218-degrees duration @ .050"-lift; 114-degrees of lobe separation; Crane roller rockers; heavy duty pushrods and 300# (open) springs
Extreme velocity hat
Carb Shop 750 (4150) Holley double-pumper, modifed for a blow-thru application
TTI stepped headers/2.5" mandrel-bent exhaust/ Dyno-Max Super Turbos
MSD Boostmaster ignition/Taylor wires
Snowperformance Boost Cooler meth injection set to start at 3#
Stock crank, rods, pistons, head gaskets, distributor (re-curved)
Stock heads except for a 3-angle valve job and MINIMAL bowl work
9:1 true compression (I measured it.)
Wheel horsepower figures from a Dyno-Jet inertia-roller chassis dyno were 445 hp and 470 ft.-pounds of torque at 10 pounds of boost. That factors out to 525 flywheel HP if you use the 15-percent figure for drivetrain losses. I didn't calculate the torque figure, but it feels like a freight locomotive...
On the drag strip, it ran 7.59 @93 moh in the eighth (9.74 @ 106mph in 1,000 ft.) We don't have a quarter-mile drag strip in Arkansas, but the Wallace Calculators program said that should equate to an 11.80 @ about 116 mph... The car weighs 3,600# with me in it.
It was very slick that day and my best 60-foot time was only 1.81, which is very poor for this car. It spun all the way through 2st gear in six tries... I have since bought new, wider slicks and changed my 3.55 gear got a 4.10. I expect it to pick up about .25 with those changes.
It's a different car with the blower... and, the most obvious difference is, when you make the 2-3 shift, there's no perceptible drop in acceleration... it pulls just as hard in the bottom of 3rd as it was pulling in the top of 2nd... it's weird!
I tried to post some pictures with this note, but the ones I have are too large for the size-filter, but if anyone wants pictures of the mechanical trappings of this thing, email me at billdedman@hotmail.com, and I'll be happy to send you some.
The whole thing, including a fuel cell (I run av-gas at the strip) two pumps (a 31 psi BIG pump and a Holley Blue for layman's duty) along with a half-inch fuel system cost me about $4,500.00.
So far, with the band-aids I've installed, and the av-gas for high boost (the Buick guys would laugh me out of the room for that one...) I haven't had any detonation-induced head gasket ot piston problems that I know of. (I do a lot of compression tests!!!)
Would I do it again???
At age 70, I'd think twice.... but, when I stand on it, it makes me laugh out loud!!! Never had a car that would do that, before... so, yeah, I probably would.
Bill, in Conway, Arkansas
Last edited by BillDedman; Sep 15, 2009 at 04:30 AM.
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Thread bump...new member and came across this post, did anything ever come of it? I'd be interested depending on how much power for the price, and if they offered their own warranty with it as I doubt Dodge will uphold mine with a supercharger installed.
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The project is still stalled at the moment. Vortech is bogged down with various projects, not to mention they just recently laid off 13 people wich makes them even busier, so this doesn't seem to be leaving the ground soon. Also waiting on more of the kinks to be taken care of in the Diablo software.
There was still a concern from a business stand point that Dodge owners are not as strong for aftermarket set-ups like the Chevy and Ford crowds are. It absolutely doesn't help them to see posts in here bashing their efforts to make a quality product. Of the numerous projects I have been involved with this mentality is the hardest obstacle to overcome.
I will be sure to post any status updates as they come....
There was still a concern from a business stand point that Dodge owners are not as strong for aftermarket set-ups like the Chevy and Ford crowds are. It absolutely doesn't help them to see posts in here bashing their efforts to make a quality product. Of the numerous projects I have been involved with this mentality is the hardest obstacle to overcome.
I will be sure to post any status updates as they come....
