zigger1

ok, I have decided that I am going to mout a routes type eaton superchager where the air pump went. (already made brakets). I can get ones of those for about 350 bucks. I have the right pulley to put out about 6 lbs of boost. I think a routes will be cool because it gives you power from the get go unlike a centrifugal. This could help my low end dramatically. In case someone did not know an eaton supercharger is what ford uses on their lighting. I am getting the one that is for thier 1.8 lit. motors.

banzaitoyota

And what is your source for these? What Fuel Management are you planning on running?

gottadrive

Sounds good, keep us posted on everything you have to do, buy, fabricate and most definitly your results!
Good Luck!

blu_gxl

sounds good get some pics i was thinking of an eaton a while ago but it would spin to fast for a small roots type at high rpm what size are you using? and what pully are you going to use(diameter)? there was a kit out but the pully has overrev that's why i ask. oh and how about the hookup?!!!! sounds like a good price for a supercharger. also, how are you going to modify the intake manifold? ok that's it for now i guess more questions to come though

james

vaughnc

if you supercharge, you MUST keep the PSI around 4-5 PSI with the OEM setup. Otherwise you'll run lean.

Roots will give you good low end torque but may fade a bit above 5500 rpms. Note make SURE the pully sizes are adjusted so the supercharger doesn't overspin at 8000 rpms.

FPrep2ndGenRX7

If your talking about the M90 blower I have done some measuring and I think the whole blower is to long for proper alignment of the pulleys and adequate clearance at the back of the blower for the intake. You can change the front nose piece on the blowers for a shorter one but that cost. Some of the older eaton M62 blowers(Pontiac Bonneville, Cutlass Supreme, etc...) have the short nose piece but the blower is still real long and the clearance for the intake is not much better. It can be done but aligning the pulleys will be very important not to mention the pulley kit from atkins is $300 unless you change the pulley on the blower to a dual v-belt config. I hope you get further along than I did. After figuring out the budget needed I decided it wasn't worth it. Good Luck and keep us posted.

Evil Aviator

No, it won't give you power from the get go, but it will give you power very early in the rpm band, depending on your setup. Yes, it will increase the torque quite nicely, but so will a centrifugal.

BTW, it's "Roots", not routes. It is named after Philander H. Roots and Francis M. Roots, who designed this particular type of positive displacement blower in the 1800's. Eaton improved on this basic design.

The Eaton is good for 12,000 - 14,000 rpm due to its advances over a standard Roots blower.

See the Eaton stats here:
http://automotive.eaton.com/product/...rchargers.html

NZConvertible

A 13B flows quite a bit more air than a 1.8L piston engine. It's closer to 2.4-2.5L equivalent airflow. You'd better check with the supplier it'll be suitable for a 13B.

BLUE TII

iTrader: (9)

Make a heat shield to mount between the SC and the exhaust. I know Miatas w/ Lysholm SCs have a problem w/ destroying the SC clearances w/ engine heat- imagine how bad a rotory could be.

The spot that I thought was optimal for the Millenia S Lysholm is on the cool side of the engine where AC and PS would be. But I don't like these accesories anyways.

I prefer Lysholm to Roots; its sized for 2.4~2.6l engine (Miller cycle, so do you go by piston displaced volume or cylinder total volume?), is more efficient than even Eaton Roots, and is damn cheap to buy ($100-400).

Just make sure you use a bypass valve to limit boost.

zigger1

ok, I am thinking about going with the m62. I am still researching. I am going to get in contact with some eaton manufacturing guys this week and see what we can come up with. I am going to use a fuel booster probably by paxton, an upgraded pump (Walbro) and the apex fuel controller. The plumbing will be routed straight into teh trottle body. I am going to use some sort of bypass valve for boost prtection. As far as power loss goes eaton super chargers do not die off in Hp until 8k plus and torque starts to level off at around 7k. This is more than adquate for my driving style. I hope to get this project off teh ground this week and I will keep everyone posted!

stinkfist

Zigger1, I noticed your from buford. I'm in Roswell. My buddy Mark lives in buford. He has a First gen with a T2 motor,TO4, and some kind of piggyback( he's getting a Haltech). He also has about 4 other RX-7's. 1st and 2nd gen. You should come to our meets at syms in merieta sometime.

Later,
Mike

Phu5ion

if you are still looking and want to go roots then checkout Whipple Superchargers too. They don't make a kit for the RX-7 so you'll also have to get a bracket and other parts made for it, it's just another option out there to consider.

http://www.whipplesuperchargers.com/homepage.html

Phu5ion

deadRX7Conv

Eatons provide instant boost. Screwtypes are better but more expensive. Ford/GM/Mercedes/Jag use Eaton and prove that it will last a long time. So, reliability is not a problem. The only thing to worry about is supercharger overrev and the increase in intake air temperature causing the fade at higher RPM's.

M62? Is that big enough? Wasn't the M90 used in the Frod 3.8 and only had ~210HP(@4000rpm)? I think that the M90 is what GM uses to get ~240hp out of their front drive 3.8. And, these engines didn't rev much. Mercedes squeezed 200HP out of the C230Kompressor with an intercooled M62 at about 5500RPM. Nissan's Xterra M62=210HP. Note that the M90 is overdriven 1.8:1 in GM applications and the engine quits at <6000RPM(?). Peak HP was @5200rpm(1.8x5200=~9360 supercharger RPM). TPC used the M62(4.5psi@2:1 pulley ratio/6500RPM max) in the Boxster. I would surmise that the NA rotary would need a 1.33-1.6:1 pulley ratio to prevent overspin/overboost @8000RPM. I would think that the M62 in a rotary would be better suitable for lower boost(full powerband) or higher boost(artificial rev limit at <6-7000RPM). And that a straight or undriven M90 would be a better choice for the higher RPM rotary--if it fits. Just because the supercharger can spin at 12-14k rpm, doesn't mean it is efficient or long lasting at that speed.
With the instant boost of the Eaton, the complex intake would not be needed. It could be mounted to a fabricated piece that connects to lower manifold or engine.
Please read the Miata project in Sport Compact Car. They compared the M45 and M62 and have dyno charts to 7000RPM.

Take lots of pictures with your install. Let us know what pulley sizes you are using and the boost that it is creating. I would love to be able to use a salvage yard M90 or M62 but didn't think that it would fit.

Things to consider: How much HP do you want? What pulley ratio with which supercharger? Inter/After cooled? Sizing the supercharger for efficiency/longevity? Boost vs supercharger rpm vs engine rpm vs intake air temp?

http://www.camdensuperchargers.com/favorite.htm
http://www.sportcompactcarweb.com/project_cars.shtml
http://www.magnuson-products.com/mag...erchargers.htm
http://www.superchargersonline.com/superchargers.asp
http://www.magnacharger.com/
http://www.thrashercharged.com/L67_htm/intercooler.shtm
http://www.eaton.com/supercharger/M90.html
http://www.timskelton.com/valkyrie/t...percharger.htm
http://tech.firebirdv6.com/3800history.html