You should have if your thinking of putting a */C on a car? This is not realated to Bonneville'*, it'* actually for a small block chev. I always understood the */C car don't like high compression motors.


Thanks.

It'* funny you ask that... High Performance Chevy has a new issue that deals almost exclusively with supercharging. If you're going for decent power numbers and want an all-around good driver, you'll want to be in the ballpark of an 8:1 compression ratio. The SSEi uses 8.6:1, and some guys put turbos or blowers on L36 bottom ends (9.4:1). If you get up much higher than that you won't be able to run as much boost, and if you get too low you'll have to make a ton of boost to make any power (which is sometimes not feasible based on the heat you would generate with a small pulley).

That'* just a general guideline... I certainly don't have firsthand experience with superchargers. But you might find it helpful to pick up that magazine and read up

Euh, the Aurora has 11:1 compression. The higher the compression, the higher the grade of fuel is required (when no power adders ie SC or Turbo) is present.

Jim'* motor is a good example of a case where you would probably not want to add forced induction. A static compression ratio of 11:1 would not be able to handle much boost without knocking or pinging.

Thanks for all the info guys, much appreciated.

that explains it very well, thanks Will.

Frank

FYI, with the 2.0" pulley at 15psi with a natural compression ratio of 8.5:1 (Series 1 L67), I'm running an effective compression ratio of 12.5:1, which is fine due to the very high quality OEM head gaskets, cast iron block and cast iron heads. These 3800'* are ideally suited for this. Other applications may or may not be.