I'd go closer to 12.5.

 

Looks good!

I can't wait for dyno numbers.

 

I loved the customer service I got for that blower. I had problems with belt slip (even after I switched to an electric fan, tried different belts, even considered going to an electric water pump). The solution? A $400 10-rib pulley kit. I put it on, look at the supercharger pulley and say, "that's mighty small". Get the car running, try to go full throttle and it spikes to 21psi before the belt slips...again. Next day the main bearing stack falls out and the rotors melt into the supercharger housing. Camden then told me, "well why were you trying to run so much boost? The supercharger can't handle that!" It took a lot of time to remind them that I ordered an 8psi pulley originally, but at least they were nice enough to send me a new supercharger after insulting my intelligence multiple times.

 

Snub, what a/f ratios did you tune for?

I was playing with it today on the drive home from work.. and on the low end on before full boost, around 2k-3k it really seems to pull hard at 12.1 rather then 11.0. Going to keep the top end on the rich side, just wondering what a/f to really shoot for that would be safe on this setup.

What about timing, did you retard it a few degrees from the CAS? Or did you just run stock timing?

And was your also a S5 block?

Thanks.

 

It always pulls hard right before it blows up.

I wouldn't dare run anything leaner than 11.5 on that thing over 4k rpm. That hairdryer needs all the fuel it can get.

 

I remember tuning with 11.5 as a maximum allowable AFR. We also tried sampling both tailpipes (fully divided exhaust). We never got into quality tuning as the charger grenaded before that could happen. I was on a S4 block.

 

I agree with Sonicrat about the a/f ratio. I would keep it no leaner than 11.5 above 4000rpm. That blower pushes a lot of heat, so cooling would be a great benefit. One member is trying water methanol injection, great low cost idea to cool the charge while the methanol increases octane levels to prevent detonation. Remember the n/a only has 2mm seals (I run S5 TII internals machined to take 3mm seals). Another method for cooling and fuel enrichment combined is nitrous. I am going this route with mine. I am only going to run a 50 shot, planning on initiating it with a full throttle switch and considering an rpm switch as well so it doesn't come in too early. Using a wet shot it will cool intake temps substantially and offer controllable fuel enrichment as well. A supercharger is a different beast, some kill them thinking a smaller pulley will increase boost, when it often causes cavitation and raises intake temps instead. My experience is you can achieve a max of 11lbs boost and tune and drive it to take advantage of the torque and wide power band. Do not expect to push over 7000rpms and find the power of a turbo, it's not gonna happen! Think of it as driving a 454 chevelle vs a 327 camaro for a power band. Throttle response is great, torque is nice, it delivers as promised but fails to fulfill some dreams and hopes though. Max expectation should be about 200 rwhp with great torque, I like mine for what it does for me. http://media.putfile.com/compilation2-57

 

I just got inspiried to restore a first gen and supercharge it....> : ) that just looks bad ***, despite the #'s it probbaly puts down! Besides a first gen weighs a LOT less, so numbers arent as bad on it as my fat *** car was....

 

More reading on the Weiand blower which is the same as a Camden. http://www.holley.com/data/TechService/Technical/Supercharger%20Tech%20Info.pdf#search='weiandblowe r'

 

http://www.holley.com/data/TechService/Technical/Supercharger%20Tech%20Info.pdf#search='weiandblowe r'

 

Man thanks for the link, intresting read.

 

All rotaries from 1986 and on use 2mm seals.

 

and you gusy wonder why these motor blow up?

 

There is no safe a/f ratio if the timing is too far advanced. Even 12.5:1 can be safe if timing is retarded enough. Not saying it would make the most power but it can be made to work safely. No one can say that any certain a/f ratio is dangerous without knowing what the timing is. That is a big mistake that people keep posting over and over again.

 

Agreed!

 

What does everyone think about an Air:Water aftercooler setup? Several supercharger kits for other cars have this configuration, and the cool side of the aftercooler sandwitches between the supercharger & LIM nicely with water lines running between the cool side and hot side infront of the radiator. I'm guessing an adapter plate and gaskets would be all that's needed to adapt this to the Camden/Atkins setup.

Here's some pictures to give you a better idea (yes it's the Whipple core aftercooler).

 

The problem is hood cleareance, it's already pushing it with the top of the intake rubbing on the cover under the hood I noticed...Water Injection + Alcy should be sufficient...

 

Just get a whipple

 

Thats to much $$$ Minus will well slap on a gt40r.. make more power and alot cheaper.. And if you don't want lag, go with GT35R.



I was thinking of water/methonal injection to cool the air.. but I don't want to dump to much money into the car as I'm going to be selling it some time next month. Just want to break even and call it day. Don't want to loose money as I know not people will pay much for a FC. I'd keep it, but I have no room for three cars.

 

Damn whipple comments, you gotta do your homework before making this comment! They only make one size and it is about 5 time bigger than the Camden. It's meant for a 350+ cu in v8

 

There are a bunch of different sized whipple/autorotor/kennebell/lysholm/opcon/sprintex superchargers. These twin screw supercharger vary in size from .32L to 5L. Theres bound to be one that fits under the hood.

Sure, they're expensive. Anyone can do a turbo, but a twin-screw is rare and unique.

 

Power and cost are up for debate on that, I'm sure I could build one that'd make similar power to a 35R for a relatively close cost.

 

Eh, no debates in this thread.. thats how all the SC threads ended. I'll agree, twin screw charger would be a much better choice then a roots type blower.

 

update:
Alright I installed my new injectors, which consist of 550 X 2 primary's and 650CC X 2 secondarys.

Well I tuned it a bit today, had to really lean out the SCAFII to get the correct a/f.
All I can say is WOW!

There is a bit of hesitation between 5.5K-6.5K. It doesn't feel like pinging or detonation, more like ignition break up. But I think its just alittle to rich. Seems to hit a rich spot between those rpms, wideband read 10.2 so I will try to lean it out a bit tomorrow..

But as soon as it gets past 6.5k it pulls HARD all the way to 8.5K, nice and smooth with the a/f ratio right between 10.6-10.8.


I think the main reason why people have bad luck with this charger is that the stock fuel system just doesn't cut it. I drove it around with the stock system for about a week, and you just can't take it past 6k without running lean, even with 50% correction and running almost 70psi fuel system it was hitting 11.4 a/f. So anyone else who runs this or any other charger, make sure you have a wideband so you can keep on eye on the mixtures.

But I would deffenitly say that all the work and money was worth it. I will be beating this sh*t out of the car in two weeks at buttonwillow so will see how things go. I kinda feel like putting the 10psi pully and running race gas for mazdafest. So will see how that goes.

I'll do another update once I get it tuned perfectly. I will be dynoing it at mazdafest in two weeks with the 6psi pully, and I'll make sure to post up the graph.

The car will also be for sell next month because I'm purchasing a FD, and don't have room for 3 cars.. Here is a link for the info:
https://www.rx7club.com/a-149/soon-fs-super-chargered-s5-fc-537025/

 

mmmmmmmmmmmmmmmmm sexy