Hi Everyone,
As many of you know, we found our way into the Ram SRT-10's by virtue of the fact they have the Viper engine.
Many of you may also know that we've produced over 250 Viper Supercharger kits and have been working on the Generation 3 Viper engine SC kit for about a year.
Initially, the idea was to make the Viper and Ram kits the same.
However, that actually would have made the Ram kit cost more and it would have had some unfavorable restrictions that were not necessary when used in the truck (the truck has so much more room, it allows us to use a full size air to air intercooler for example, where in the car, we can't).
Therefore, we split the two kits apart and bought a truck to start testing on.
We did the baseline stock testing, then installed an off the shelf Paxton kit and tested it, noting the fuel, timing and boost curves they use.
We removed the centrifugal kit (for sale soon, only has 3 dyno pulls and 5 miles on the runway on it) and started fitting a new design of ours using the Autorotor compressor we use in the Viper kits.
On the truck, we're mounting the Supercharger on the passenger side of the engine. Initial testing showed it would work just fine and we were able to implement several cost cutting measures, which ultimately mean we can offer the new truck kit for a lower price.
Next up was to start working out an intercooler and piping. We drew up one and fitted it between the radiator and A/C condenser (moved the condenser forward a little for clearance).
Then began a lot of cutting and pasting, moving things around until it started to look clean.
We finally finished the system (in what I'll call "almost" final prototype version, pending further results) and were able to begin dyno testing today.
We're finishing up for the day now and will be coming in tomorrow morning, bright and early to start where we left off this evening.
This was our first run with the intercooled version of the Ram SRT-10 kit.
With the Intercooler and piping, we're loosing about 2-3 PSI inside the intake, compared to the same pulley before without the I/C.
We turned down our aluminum test pulley, but started running into belt slip and were only able to achieve a maximum of 5 PSI early in the pull, before the slip became worse and boost dropped to about 2.2 PSI.
Our production pulleys are coated with a special coating used in belt driven cam gear sets, but we don't do this for testing because we machine them on the spot and the coating requires sending them out for 2 weeks.
At this boost level, we picked up some decent power and have hopes that it will go higher once we take care of the slippage.
Here are a few numbers:
At 2,000 RPM, the RWTQ went from 390 to 560.
At 3,250 RPM, the RWTQ went from 431 to 587.
Above that RPM, the belt slippage showed a steady slow drop in torque with the gain ending at about 100+ RWTQ at 5,500 RPM.
The RWHP gain throughout the pull was around 100.
Again, low, but for a reason we can get our hands around.
Tomorrow, we'll put deeper groves into the aluminum pulley in order to get some more belt contact.
If necessary, we'll change the crankshaft pulley to a larger early Viper one (they're interchangeable) and use a standard coated pulley to finish testing.
Sorry it's not done yet, but it's very close.
After we wrap up the testing on the dyno and runway track, we'll get going on production.
The Autorotor compressors are already being built for us.
Just wanted to give you guys an update.
Regards,
Sean
As many of you know, we found our way into the Ram SRT-10's by virtue of the fact they have the Viper engine.
Many of you may also know that we've produced over 250 Viper Supercharger kits and have been working on the Generation 3 Viper engine SC kit for about a year.
Initially, the idea was to make the Viper and Ram kits the same.
However, that actually would have made the Ram kit cost more and it would have had some unfavorable restrictions that were not necessary when used in the truck (the truck has so much more room, it allows us to use a full size air to air intercooler for example, where in the car, we can't).
Therefore, we split the two kits apart and bought a truck to start testing on.
We did the baseline stock testing, then installed an off the shelf Paxton kit and tested it, noting the fuel, timing and boost curves they use.
We removed the centrifugal kit (for sale soon, only has 3 dyno pulls and 5 miles on the runway on it) and started fitting a new design of ours using the Autorotor compressor we use in the Viper kits.
On the truck, we're mounting the Supercharger on the passenger side of the engine. Initial testing showed it would work just fine and we were able to implement several cost cutting measures, which ultimately mean we can offer the new truck kit for a lower price.
Next up was to start working out an intercooler and piping. We drew up one and fitted it between the radiator and A/C condenser (moved the condenser forward a little for clearance).
Then began a lot of cutting and pasting, moving things around until it started to look clean.
We finally finished the system (in what I'll call "almost" final prototype version, pending further results) and were able to begin dyno testing today.
We're finishing up for the day now and will be coming in tomorrow morning, bright and early to start where we left off this evening.
This was our first run with the intercooled version of the Ram SRT-10 kit.
With the Intercooler and piping, we're loosing about 2-3 PSI inside the intake, compared to the same pulley before without the I/C.
We turned down our aluminum test pulley, but started running into belt slip and were only able to achieve a maximum of 5 PSI early in the pull, before the slip became worse and boost dropped to about 2.2 PSI.
Our production pulleys are coated with a special coating used in belt driven cam gear sets, but we don't do this for testing because we machine them on the spot and the coating requires sending them out for 2 weeks.
At this boost level, we picked up some decent power and have hopes that it will go higher once we take care of the slippage.
Here are a few numbers:
At 2,000 RPM, the RWTQ went from 390 to 560.
At 3,250 RPM, the RWTQ went from 431 to 587.
Above that RPM, the belt slippage showed a steady slow drop in torque with the gain ending at about 100+ RWTQ at 5,500 RPM.
The RWHP gain throughout the pull was around 100.
Again, low, but for a reason we can get our hands around.
Tomorrow, we'll put deeper groves into the aluminum pulley in order to get some more belt contact.
If necessary, we'll change the crankshaft pulley to a larger early Viper one (they're interchangeable) and use a standard coated pulley to finish testing.
Sorry it's not done yet, but it's very close.
After we wrap up the testing on the dyno and runway track, we'll get going on production.
The Autorotor compressors are already being built for us.
Just wanted to give you guys an update.
Regards,
Sean
