Predictions-
I have only seen dyno results on 3 strokers. 2-4.6L, 1-5.0L. All 3 were 5 speeds and built with cam and head porting, etc.
The AW-4 auto zaps an additional 5% drivetrain loss.

193rwhp/236rwtq 4.6L 5 speed 2WD ?dyno
202rwhp/258rwtq 4.6L 5 speed 4WD Dastec dyno
208rwhp/280rwtq 5.0L 5 speed 4WD Mustang dyno

expect 10-12 hp and tq less due to the auto trans.

So N/A 4.6L cam head headers exhaust Auto 4WD-
expect 180-185rwhp and 225-235rwtq which is about 253-260HP/317-330TQ at the crank
Not bad considering stock is 135rwhp/170rwtq and rated 190HP/225TQ crank

Sprintex Supercharged- (if charged air temps are less than 170*)
4 pounds boost +20% 218rwhp/276rwtq (307HP/384TQ crank)
6 pounds boost +30% 236rwhp/299rwtq (333HP/416TQ crank)
-the 20% and 30% are conservative numbers

Can't wait to see the actual dyno results.

 

Me neither. Very excite!!

I'm not sure if you have some sort of calculator but, I am running about 6lbs of boost with half methanol/water injection on a 180 degree thermostat with a DCR of 8.00 (Mopar Camshaft). Walking a thin red line of DCR vs. Boost...

I have maximum quench via .000 decking on 29 cc dished forged pistons... and 4.10 gears with 34"~ tires of heavy-*** -70lb RWHP sucking.

 

Mopar cam? What specs? Hope it is not too small.
0.000" decking with 0.043" MLS head gasket = 0.043" Quench = Perfect
What pistons? 29cc?

It should be a torque monster.

 

Yep. It's a T-Monster. I Googled how to T-monster'ify a 4.6 stroker with a supercharger and that's what I came up with.

Cam specs: Advertised Duration 240/240, Lift .430/.430, Jeep, 4.0L, Kit

The mopar cam gives maximum cylinder pressure. I think only Lunati made a cam with higher cylinder pressure. Hence 8.00 DCR with 29cc dished pistons.

 

Dear Marty,
I have received a call from the local speed shop concerning the usage of the Water/Meth. injection setup considering I have the MPG-Max system that is designed with two nozzles (one with boost, and one without boost)
What they want to know is at what point does the boost-nozzle, which is to be pre-boost injected, turn on? Any recommendations. I forget how yours was.

He called sprintex and it appears it is a concern that too much too soon could hydro-lock the blower. Recommendations? There's a larger nozzle (designed for boost) and a smaller nozzle (designed to be injected into the TB during NA conditions).

Considering it's a stroker Sprintex figured I would be running at about 4-5 PSI given the added displacement. Should I just have them configure it for 4 PSI to be on the safe side? I'ma bout to investigate how much the large nozzle on the Snow Performance MPG max sprays and whether or not it's an adjustable amount.

 

I found out through Snow Performance my kit comes with all of their nozzle selections, which is 4.

They are:
Mild Boost applications, 400-600 HP: 100ml/mn and 375ml/mn nozzles (Black and Red nozzles respectively)
Mild Boost applications, 200-400 HP: 100ml/mn and 175ml/mn nozzles
NA Application, 200-400 HP: 60ml/mn and 175ml/mn nozzles
NA Application, 400-600 HP: 100ml/mn and 175ml/mn nozzles



I’m guessing my best bet is to put the 100 upstream of the TB (pre boost) and put the 175 in on the SC manifold. It looks like there’s two intake ports to it according to the pictures so that makes it hard to tell where would be best. Directly in the center up top maybe?

I can set it to where the secondary only comes on under certain load conditions (wherever I specify either in the boost or injector PW readings. I’m thinking boost and at maximum boost only). That would be about 6 PSI. I imagine it might only reach that under rare conditions or WOT on the highway only. The other nozzle has a Start and Full range for control. It starts at x# PSI and scales up to full flowing status at x# PSI. So I would set the other one at 1 PSI and set it to reach full flow at 5 PSI.

 

I use a 250cc/min nozzle, progressive controller 25% at 1psi up to 100% 5.5psi.

 

Sub

 

3 months and no results?

 

It's a big ambishish project, planning, researching, rebuild, stroker, tuning, break-in, supercharger, methanol injection, shops doing the work. Takes time and money.

 

exactly. any shop worth their weight in salt would be done with all of what you mentioned and certainly would not be asking their customers for pointers.

 

Halting at having to remove the engine to replace all the cam bearings then finding out the thrust bearings are worn out, then finding unusual wear on the timing cover from the crank re-positioning and then deciding after much research it's time for a new transmission and waiting for that to be built and mailed of... it does indeed take time. And the only guy there that works on my engine is the guy that owns the place.

They're not familiar with I6 jeep engines. They aren't exactly a hot commodity at speed shops. Although I will say that first 3-4 weeks after the first week where they realized they were going to have to take the engine was a very slow process. They weren't pro active on contacting me when they had issues so they would work on something for about a day after I called then let it sit until I called again to let them know what I would rather have them do. That went on for about a month. I'm not happy about that.

 

..and that's spraying INTO the rotors of the SC preboost with no problems?

I'm having them put in the 100cc (aka ml/mn) and start at 15% at 1 PSI and max out at 8 PSI (which it will probably never reach). 7PSI on a very cold is probably the max.

How large is the tank and how often do you have to refill it? My math may be seriously off but at 5 PSI of constant pressure it looked like the tank would be empty in an hour if it was constantly on. Does it cycle on and off or is it constantly on?

 

Depends on who is driving. My son will go thru 3/4 gallon tank per tankful of gas. It is constantly going on and off. He likes boost. Easily refilled at the gas station with his fill up.
It would only last an hour if it was at 5psi continuously for an hour.

"having to remove the engine to replace all the cam bearings then finding out the thrust bearings are worn out, then finding unusual wear on the timing cover from the crank re-positioning and then deciding after much research it's time for a new transmission and waiting for that to be built and mailed"

That sucks. That is why I am building '99+ engine with the cam retainer plate.

 

They are about the business of routing me a new exhaust and fixing a bent LCA attachment joint on the front axle.

... soon......

I went with the 100 ml/mn (cc) meth injector starting at 15% at 1 PSI scaling up to 100% at 7 PSI.