The final major component in our engine assembly is the Vortech YSi-Trim supercharger. The clockwise-rotation supercharger features a straight discharge and mounts on the driver side of the engine. The kit was originally designed specifically for EFI-Renegade racing, and it crosses over to street use quite nicely with a few additions from the Vortech catalog. We upgraded to the 10-rib blower drive system along with the BV-57 bypass valve. The strut brace keeps the blower from flexing and tossing the 10-rib supercharger belt. Behind Bars Race Cars fabricated the blower discharge tube for our Windsor engine.
Ricky Best of Vortech had this to say about the goals of our project: "We suggested this super-charger for the 445ci engine buildup because the goal was to produce over 750 hp on pump gas. When I mapped the YSi for this 445 at the mass flow required to produce the 750 hp, it nailed it dead in the center of the peak efficiency island. Meaning that this blower is going to produce the lowest charge air temp while maintaining opti-mum flow to support the power needed. That's important because of the pump-fuel requirement.
"People tend to think that because the engine is so large, a supercharger like the YSi is not suited for this application. That isn't the case because there is more to matching a supercharger/ compressor to a given combination than just looking at the overall power producing capability of the blower and cubic inch of the motor. We chose the YSi for a couple of key reasons, the first being streetabilty. The YSi is no less street-able than Vortech's venerable V2 S-Trim blowers. Second is the operating efficiency of the YSi for this application. Actually, at the forecasted 15 psi of boost, I wouldn't be surprised if this little powerhouse of a blower didn't make close to or at 900 hp."
The engine was 95 percent complete when we left Rich Groh Racing. Unfortunately, due to editor-ial deadlines, we were unable to get the engine on the dyno for this issue. We apologize for keeping you in suspense for one more month, but next issue we will have complete dyno results-we promise. We are using P.E.R. Racing Engines' SuperFlow SF-901 engine dyno for all of our test-ing. Expectations are high for this project, and once the dyno cools down, we will print the results.
The MSD distributor was dropped...
The MSD distributor was dropped in, and the oil pump driveshaft was installed. Groh checked the endplay of the ARP oil driveshaft with the distributor in place. Our engine was fine, but Groh said some engines (especially 302s) suffer from no endplay. That will actually turn the distributor and throw off the timing, usually advancing it.
Here is just one of many holes...
Here is just one of many holes that had to be plugged on the World Products' Man-O-War engine block. These blocks have provisions for many different oiling systems and cooling passages. The block was designed as a replacement block for the NASCAR series.
Groh deburred the crank snout...
Groh deburred the crank snout before he attempted to slide on the balancer. To get the balancer to slide on easier, it is heated up while the crank snout is chilled using nitrous oxide.
Before the pan is installed,...
Before the pan is installed, Groh went in and removed all of the leftover particles (called sap) from manufacturing and coating of the pan. The sap will stick to the pan bottom and sides. This isn't a problem with aluminum pans, but it is with steel pans.
The Fel-Pro gasket is laid...
The Fel-Pro gasket is laid into place and goobed up with gasket sealer.
Canton put access holes in...
Canton put access holes in the bottom of the pan because of its width. The engine was turned on its side, and Groh screwed the bolts in place.