Catch Can Help with Supercharger?

Ahh. You have the 6.4. I’m not familiar with that at all—5.7 on my first one and now 5.7 supercharged to learn lol.

 

6.4 is pretty maxed out, I think the most you can get is another 100 HP, but the boost has to be kept at 7 PSI, as nothing is forged. But I think you can get a little higher with Turbo Charger, not that I am planning on it. 500 HP is plenty for the street, I might take it to the track for fun at one point.

When you watch Police Pursuit videos, the 392 (6.4) can put some distance between the Pursuit and the get away.



Basically my car, same year, and color too.



What happens you you boost a 392 to 15 PSI

 

Especially if said cooler is mounted AFTER the crankcase breather, as is the case on the OP's setup.

 

So what does that actually mean to a novice like I am?

 

It means that the charge air cooler is in danger of being slimed by the crankcase breather goop if the intake for the breather is mounted before the cooler, as is most often the case, as it is usually mounted at the intake of air to the engine before it is compressed.

Your supercharger has a charge air cooler mounted after the supercharger, flow-wise, though it is not easily visible like turbocharger charge air coolers, so a catch can can intercept airborne goop before it gets inhaled, goes through the supercharger and then ends up clogging up the cooler.

Some old-school breathers just dump out to atmosphere, and that is common on race cars. Some have a positive ventilation system in the sense that they just run a hose from the valve covers to the exhaust system and use that to suck it out via a venturi in the exhaust of some form to lower pressure at that point.

Ideally, one would have a multi-stage dry sump to dramatically lower the pressure in the crankcase via one or more of the stages, but, the money and power budget don't always allow that.

The ideal crankcase would be a perfect vacuum. no resistance to downward piston movement, no aero resistance to crank or conrod movement, any oil slosh would not be "suspended in the air" because there would be no air in which to suspend it, aiding drain back, and rings would seal better due to being able to design at least some of the rings to take advantage of the even greater pressure differential between above-piston and below-piston spaces.

 

Thanks so much for the thorough and detailed reply. Now I understand much better and am able to communicate that when questions like this arise.
Super appreciate it again!

 

You're welcome. I have found that in the Automotive Huckster For Profit World, which runs some other car forums, knowledge and intelligence are rewarded with bans.

The world as a whole is sadly lacking n intelligent discourse because a few violently mentally insane people can bring the entire country to a halt by being Offended that facts hurt their feelings.

This is a disease that is now being actively hunted down and eliminated, now from a governmental level.

When truth reigns over marketing, you find freedom and advancement.

But, back to the crankcase; I think though multi-stage crankcase evacuation oiling systems are usually for racing only, a far-less-power-costly simple electric vacuum pump could keep the pressures down in the crankcase, because it would only activate as needed, due to a pressure switch.

By doing that, you would reap the benefits of a low-pressure crankcase while not having a multi-stage vacuum pump always uselessly pumping against already-evacuated spaces.

In FACT, that is a new invention. I have never seen that done, yet. Electric water pumps, yes. Electric turbos, yes. Electric moors augmenting turbos, yes indeed, but the place where an electric switchable motor would really help is in crankcase evacuation. If you are driving 100 miles in a flat territory at low load, you would profit from a low-pressure crankcase, and it would only require power every so often to keep its low pressure level.