hmmm curious of Supercharging...? lay your wisdom upon me :D
03-11-04, 01:49 AM
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hmmm curious of Supercharging...? lay your wisdom upon me :D
hey folks im not saying im doin this but i always have wiered dreams of crazy stuff like the other nite i had this dream of a Supercharged 12A peripheral port
and i was going around and showing it off to everyone , but anyway i guess i woke up and started thinkin, wouldnt a supercharger help with low rpm torque so it would be more drivable ?plus it would be one physcho rotary on gimme your opinions like horsepower guesses
i have no idea what kina power it would make but depending on the boost it could probly make 450+ horsepower
or i was also thinking , what about a turbocharged pp...
that thing would be one hyper sonovabitcha
and i was going around and showing it off to everyone , but anyway i guess i woke up and started thinkin, wouldnt a supercharger help with low rpm torque so it would be more drivable ?plus it would be one physcho rotary on gimme your opinions like horsepower guesses
i have no idea what kina power it would make but depending on the boost it could probly make 450+ horsepower
or i was also thinking , what about a turbocharged pp...
that thing would be one hyper sonovabitcha
03-11-04, 02:40 AM
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well, the main problem with boosting a PP is the huge overlap between intake and exhaust.
I'm not saying it can't be done, I'm just saying it doesn't make as much sense as one might think at first.
In a PP configuration, the apex seals will dictate opening and closing of the ports. This means that when the apex is starting to close the intake port for chamber one, it'll make a connection between exhaust and intake in the next chamber. This isn't that bad: overlap in timing will secure a better and cleaner running engine. However, with a PP this overlap is so huge an amount of fresh gasses could enter the exhaust. Thus meaning a waste of fuel (and money), not making any power from that gas, and emisions go up.
Which is why a PP isn't streetable anymore: you can't get it to comply with the modern rules.
A lot of people tend to say PP isn't streetable as such, (rough idle etc) but that's BS. NSU RO80's are among the most streetable, cruisable and comfortable cars ever build, and their engines were PP.
What's important in a PP turbo setup is that because the intake gasses will enter under pressure, they will actually flow right out again! You'll waste huge amounts of fuel. Looking at the extra fuel, in comparison with the extra power, it ain't worth it.
So it's not impossible (actually has been doen) but it's not really worth it. Maybe a huge bridge port might work better here. But the bridge might be very prone to cracking...
I'm not saying it can't be done, I'm just saying it doesn't make as much sense as one might think at first.
In a PP configuration, the apex seals will dictate opening and closing of the ports. This means that when the apex is starting to close the intake port for chamber one, it'll make a connection between exhaust and intake in the next chamber. This isn't that bad: overlap in timing will secure a better and cleaner running engine. However, with a PP this overlap is so huge an amount of fresh gasses could enter the exhaust. Thus meaning a waste of fuel (and money), not making any power from that gas, and emisions go up.
Which is why a PP isn't streetable anymore: you can't get it to comply with the modern rules.
A lot of people tend to say PP isn't streetable as such, (rough idle etc) but that's BS. NSU RO80's are among the most streetable, cruisable and comfortable cars ever build, and their engines were PP.
What's important in a PP turbo setup is that because the intake gasses will enter under pressure, they will actually flow right out again! You'll waste huge amounts of fuel. Looking at the extra fuel, in comparison with the extra power, it ain't worth it.
So it's not impossible (actually has been doen) but it's not really worth it. Maybe a huge bridge port might work better here. But the bridge might be very prone to cracking...
03-11-04, 04:51 PM
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I was at the international hot rod show (or omething like that) in Seattle, and there was a guy with a 13B on a stand that had a roots blower on it. he said it was going in his RX2( i think). It was awsome.
03-11-04, 05:52 PM
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I was gonna put a blower on my car, but the problem is its the same size as the 12a so its kind redundant because the weight to power ratio wouldn't be worth it.
03-11-04, 06:43 PM
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Originally posted by Tanjo
I was at the international hot rod show (or omething like that) in Seattle, and there was a guy with a 13B on a stand that had a roots blower on it. he said it was going in his RX2( i think). It was awsome.
I was at the international hot rod show (or omething like that) in Seattle, and there was a guy with a 13B on a stand that had a roots blower on it. he said it was going in his RX2( i think). It was awsome.
You have that right it is a camden blower and he will put that in his 73 RX-2.
Dan
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03-11-04, 07:55 PM
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The one on my 82 has given me NO problrms and it's been on there about 4 years and Dad has had his on his 76 COSMO for about 6 years with NO problems .
Thay aer NOT smog leagel thoe
Thay aer NOT smog leagel thoe
03-11-04, 09:25 PM
#9
Superchargers come in all flavors -- some are tasty & some are sour.
The big thing you want in a supercharger is one that will create lots of boost at a low RPM, and not heat the intake charge too much. This last part is called thermal efficiency and the higher the better. (Lots of boost and little extra heat)
Centrifugal superchargers are fairly efficient, but don't have very good low RPM boost.
Roots style superchargers create good boost at low revs, but don't have stellar thermal efficiency. Eaton roots style blowers are the most popular OEM unit because they are well built, reasonably priced (compared to twin screws), and very reliable. The Camden is a so-so roots style unit.
Lastly twin screw superchargers (Lysholm, Whipple, etc.) create good boost at low RPM, and have very good thermal efficiency -- almost as good as a turbo. Their downfall is cost. This type of supercharger was used on the Mazda Millenia to charge its Miller cycle engine.
As Corky Bell of Cartech (which later became BEGI) told me: Superchargers have never won in any form of racing that allows turbos -- the turbo out-performs a supercharger in raw power output every time. If you want some grunt at low revs, however, a supercharger might be just the thing.
The big thing you want in a supercharger is one that will create lots of boost at a low RPM, and not heat the intake charge too much. This last part is called thermal efficiency and the higher the better. (Lots of boost and little extra heat)
Centrifugal superchargers are fairly efficient, but don't have very good low RPM boost.
Roots style superchargers create good boost at low revs, but don't have stellar thermal efficiency. Eaton roots style blowers are the most popular OEM unit because they are well built, reasonably priced (compared to twin screws), and very reliable. The Camden is a so-so roots style unit.
Lastly twin screw superchargers (Lysholm, Whipple, etc.) create good boost at low RPM, and have very good thermal efficiency -- almost as good as a turbo. Their downfall is cost. This type of supercharger was used on the Mazda Millenia to charge its Miller cycle engine.
As Corky Bell of Cartech (which later became BEGI) told me: Superchargers have never won in any form of racing that allows turbos -- the turbo out-performs a supercharger in raw power output every time. If you want some grunt at low revs, however, a supercharger might be just the thing.
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