By Alfie Bilk:
Fuel pump requirements for carbureted systems must be capable of supplying proper amount of fuel at maximum operating pressure. To obtain maximum fuel pressure required under boost, add idle fuel pressure to maximum boost pressure. Read condensed details below.
Basic forced-induction guidelines (6-10psi boost range) for carbureted systems
1.Forged pistons preferred for all boosted applications
2. Cast or Hypereutectic pistons may be used below 500hp and low-boost applications
3. Compression ratios of 9.1 to 9.5:1 ideal for boost levels of 6-8psi on 91-93 octane pump fuel
4. Use lobe separation angle of 112 to 116 degrees, split pattern works best
5. Fuel pump requirements for carbureted systems must be capable of supplying proper amount of fuel at maximum operating pressure. To obtain maximum fuel pressure required under boost, add idle fuel pressure to maximum boost pressure. (If your idle setting is 8psi and your maximum boost is 8psi your maximum fuel pressure required is 16psi)
6. Use a blow-through carburetor. TorqStorm offers custom billet blow-through carburetors sized per application. Contact TorqStorm direct for carburetor specs and pricing.
7. Must use carbureted boost-reference fuel pressure regulator with a 1:1 rise ratio
8. Headers recommended for maximum performance
9. Will work with single or dual-plane intake manifolds (more torque generated by dual-plane designs)
10. Ignition control recommended with adjustable boost-timing retard to prevent detonation. (MSD BTM part number 6462)
Information furnished by Torqstorm® Billet Superchargers
2909 Buchanan Ave. SW
Office 616-226-9476, Mobile 616-706-5580
Would like more information and pricing on the supercharger if you could send me a catalog or brochure.
What do you recommend for GPM? I see psi specs but no flow specs for fuel pump, which is important. I am running a SBC 383 stroker with Eldelbrock E-Tech heads, Howards cam specified for forced induction at .590″ lift and large primary Sanderson headers, topped off with a Barry Grant Demon 750 blow-through carb.
William, fuel pumps are usually rated in gallons-per-hour not gallons-per-minute (unless you’re associated with a Top Fuel dragster team). So, you probably require a pump that flows 40 to 60 gph. But the psi specs are also important. Here is what TorqStorm’s Chris Beardsley says: “I have seen pumps that will produce adequate flow but not sustain sufficient pressure. You need 7psi to run the carburetor plus the appropriate amount of boost. If, let’s say, you have 8psi of boost it follows, therefore, you need the pump to generate 15psi. But I’ve seen pumps that are rated at 15psi that barely make 12psi. So get a pump bigger than you need. If you need 15psi, select a pump that is rated for 18psi or, better still, 20psi.”
Would you please send me a brochure, or any other information not found on your website, on your supercharger for a 2010 Challenger with a 6.1 engine?
I’m really interested in putting a single TorqStorm on my 327, but would love some input regarding compatibility with my current build. Do you think I would have an issue with a mechanical fuel pump (Holley 110GPH)? Also, you mention lobe separation angles of between 112 to 116 degrees. I’m currently running a Comp Cams hydraulic 230 / 560 with 110 separation (all roller) and wonder if this raises any concerns. The other basics include forged flat-top pistons with approx 9.25:1cr and Sportsman 170/2.02 heads (67cc). I’m also in the process of switching to an MSD distributor and the 6AL-2 box. I don’t believe it has boost-timing control. Lastly, I plan on converting my Quick-fuel 750 to a blow-thru.
Any help would be greatly received!
Mechanical fuel pumps might flow sufficient fuel volume but lack pressure. In a boosted application, you need a fuel pump that builds higher fuel pressure. If you ran 6-7lbs of base fuel pressure but then fed your carbureted engine 6-7lbs of boost pressure, you would effectively stop the fuel flow. You would need a pump that can cover the initial 6-7lbs of base pressure plus maintain that number on top of the incoming boost pressure. Thus 7 pounds of boost requires 14lb of fuel pressure. This will maintain your fuel flow throughout the run and is sufficient to feed the carburetor, thereby avoiding a detrimentally lean condition.
Higher lobe separation angles reduce wasted airflow gaining access to the exhaust, keeping more of the supercharger’s gain in the cylinder to make power. We have run superchargers on some 110 engines. The lower half of the power curve is softer than it could be and you still give up some top-end power. Should you stick with what you have, it will run. Just know that a cam change and a good set of aluminum heads would cultivate a more potent package. The flat-top pistons, compression ratio, and MSD upgrade are all good. The boost timing controller is an add-on for the MSD system, which you can add at any time.
If you have any further questions, reach out to me anytime.
I recently purchased a TorqStorm unit for my built MOPAR 318. Can you advise if O2 sensors are required or recommended? Thank you.
Knowing the air/fuel ratio during the tuning phase is important. Aftermarket EFI systems use them to calibrate fueling while carbureted systems can use them to monitor fueling. Making manual adjustments to achieve the correct ratios is not a requirement but is strongly recommended. This sensor along with a vacuum/boost gauge can prove valuable for your project.
Can this supercharger be used without an intercooler? If so, what is max HP, and if a cooler is required what is the cost?
Compressing air creates heat, depending on how hard the supercharger is running, the engine specifics, and the type of induction used. Intercoolers may be the best way to handle the task. Water injection, blow-through carburetion, higher octane fuels or intercooling are all means of making power that combat forced induction’s increased air temperatures. If you contact me about your project, I can help you determine your options.
I have 11.3:1 compression ratio with E-85 and timing locked at 34 degrees BTDC. If I retard timing 3 degrees for every pound of boost up to 15degrees, would this work?
While on the right track, you may be a bit aggressive with the amount. At 15# of boost, you would be at negative 11* of timing. Run the boost-retard ignition box from MSD and using the ethanol, start at 1.5* per pound to be safe. As you progress through the tune, you might find your gain is less than 10* of total retard on quality E85.
I saw a YouTube video of a gentleman who attached a Torqstorm to a GM 4.3. His was carbureted and my 2003 is efi with spider injectors. I’m aiming to increase my stock 210hp to the 300hp range. Will my stock fuel system and computer-controlled ignition be able to adjust to low boost numbers?
A shop local to us is building one of these currently. They desire more power than you and have moved to an even larger modified spider injection and pump along with return. In generating additional power, the use of stock parts will not achieve much. The parts they’ve adopted increased the power to 330hp. I would imagine those parts are for sale as they have moved incrementally higher in power output a few times now. The factory fueling wouldn’t be sufficient for 250hp.
Note: I spoke with you about year ago and now ready resume my project.
I would like to explore and determine if the TorqStorm ARP-K-FD-351C2X supercharger will work on my 1973 Mustang – Mach 1. This Mach 1 has been retrofitted with Rod and Custom front and rear suspension system (rack and pinion). With the front suspension work completed the car no longer has shock towers which has created a lot more room in the engine compartment. The rack and pinion steering system is the “manual” type and has an electric power steering unit under the dash. The car currently has an electric fuel pump in the tank (100 psi). The car also has a C-6 automatic transmission and Quick Performance rear end (456 gear ratio) With above said, I have the following questions.
1. With the electric power steering, can we come up with something that would replace the power steering pump, so the 351C2X belt system will still function?
2. Do you have a Cleveland with the 351C2X supercharger for sale?
3. What is the RPM range of the 351C2X system?
4. Does the 351C2X system require heavy duty components or racing parts in the engine (short block)? If so, what parts? (4 bolt mains, crank, aluminum pistons, rods, etc.)
5. What is the best compression ratio for the 351C2X system (i.e., if you’re building the engine from scratch with performance and longevity in mind).
6. Can the aluminum heads be 4V design? If so, what is the manufacture name / part number, etc? Note: If the 2V or 3V heads offers a better setup, please let me know. My current exhaust system is setup for the 4V system.
7. What is the best cam for the 351C2X system (i.e., duration / lift, etc. ?
8. Can a Fi-Tech fuel injection system be used with the 351C2X system? If so, will it require an intercooler? (I currently have the Fi-Tech Mean-Street).
9. If we go with a carburetor, what CFM size does it need to be?
According to TorqStorm’s Chris Beardsley, he has emailed twice and awaiting your answers. Are you in receipt of his emails?
I have only 1.5 inches between my crank pulley and radiator; the crank pulley has a 3in belt but doesn’t need the outside one. A two-belt pulley may give me .25 inch and wonder will this work?
We may be able to help you with your belt drive concerns. Can you email me a few pictures of the engine and accessories? From there I can help determine your best course of action.