flowbench

[Shannen at grolen.com]

DThe 8 cyl conversions are a mess.  Take the exhaust rocker out, let the
engine suck fuel into the cyl along with air, let it pump oil anf fuel
vapor out the plug opening along with the compressed air.  It's been dun
that way fer a long time.  If you want to build a specialty engine for
doing this, you'll want to install pistons with better oil control,
divorce the compressed air intake from the fuel supply, good valve job
on the heads with really good valve seals to prevent the ports from
filling with oil...  Better off imo to install a compressor that's belt
driven.
I>I have seen one of those V8 to 4 + 4 air compressor 
DI>conversions, a very long time ago.  I think it was a 
DI>flat head engine.  What I remember was the 
DI>conversion was not by bank, the cylinders were 
DI>mixed.  Air compressors use flapper valves, not 
DI>cam operated.

DI>I think you would need the highest "compression"
DI>pistons you could find to keep the efficiency up.

DI>Bruce Roe

DI>On Wed, 6 Feb 2002 19:59:14 -0000 "marko.cosic"
DI><marko.cosic at ntlworld.com> writes:


DI>> Now, more seriously here, I have heard of a conversion
DI>> where one bank of a V-8 is used as an air compressor.
DI>> The spark plug wires are disconnected, the intake
DI>> manifold gets sliced and blocked, etc.
DI>> 
DI>> >Ideally a V8 with a flat-plane (4-cyl inline like) crank, so you've 
DI>> effectively
DI>> two 4-cyl engines joined together in an efficient manner. Say it was 
DI>> a 250bhp
DI>> engine to start with, then (in simpleton terms) you'd have 125bhp 
DI>> drive and
DI>> enough airflow for 125bhp. Now so long as each inlet port on your 
DI>> tested head
DI>> isn't feeding more than 125bhp, you've plenty of air. (preparing to 
DI>> ahve this
DI>> overly-simple theory taken apart) A simple actuator on the throttle 
DI>> linked to a
DI>> MAP sensor in the driven bank's exhaust manifold could maintain your 
DI>> 25" H20, or
DI>> even a relief valve set to 25" H20 screwed into the manifold.

DI>> > Marko

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