Pulley driven turbo...
05-03-02, 09:54 PM
#26
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Well I don't know the significance of average turbine speed,but the typical ***** to the wall high speed operation is closer to 110,000 rpm so even harder to achieve with belt drive!
The Lysholm supercharger on my Millenia S can make somewhere north of 15 psi,but may be a tad short of flow for a rotary.Also the orientation of the compressor suction and discharge would require some skilled pipe bending and bracketry to make it fit.If someone wants to try I have a spare compressor which only requires new oil seals.Just on an engineering note the rotors,drive gears and timing gear are a work of beauty on this compressor.
The Lysholm supercharger on my Millenia S can make somewhere north of 15 psi,but may be a tad short of flow for a rotary.Also the orientation of the compressor suction and discharge would require some skilled pipe bending and bracketry to make it fit.If someone wants to try I have a spare compressor which only requires new oil seals.Just on an engineering note the rotors,drive gears and timing gear are a work of beauty on this compressor.
05-04-02, 01:11 AM
#27
Yeah, I have a Millenia S twin screw axial supercharger of Lysholm design im my garage awaiting a project. The only number on the internet I have found for the maximum boost in the stock application was 22psi I believe, but I am not sure how that is affected by the 30 deg later closing intake valves on the Miller cycle engine allowing the piston to push the intake charge out of the cylinder thus perhaps increasing manifold pressure?
If you look at the size of the SC compared to the Lysolms in use on 4 and 6 cylinder aftermarket applications it is quite large! This coupled w/ the fact that it was designed to provide boost and stop intake charge reversion on the Miller leads me to believe it flows alot. Sport Comapact car has had two Lysholm SCs on their project Miata and they seem quite happy w/ them.
As far as location, it would work great on the drivers side of the engine where the AC and PS would normally reside. The oil line for the turbo is right there and there is room. The intake would have to turn 90 deg to avoid the firewall and the throttle body placed before the SC to avoid pumping losses while cruising, but this would put the intake in a high pressure area of the hood if one wanted to put a ram air vent in the hood. The SC outlet on the bottom would have plenty of room to be routed to a big FMIC- or if mounted sideways it could go directly to the stock TB location- though the Millenia has dual intercoolers, so one may assume you should really intercool this SC.
Six Rotors! Can you tell me anything about the oiling system on these SCs? I am wondering which holes are inlet and outlets on this thing...Ian.
If you look at the size of the SC compared to the Lysolms in use on 4 and 6 cylinder aftermarket applications it is quite large! This coupled w/ the fact that it was designed to provide boost and stop intake charge reversion on the Miller leads me to believe it flows alot. Sport Comapact car has had two Lysholm SCs on their project Miata and they seem quite happy w/ them.
As far as location, it would work great on the drivers side of the engine where the AC and PS would normally reside. The oil line for the turbo is right there and there is room. The intake would have to turn 90 deg to avoid the firewall and the throttle body placed before the SC to avoid pumping losses while cruising, but this would put the intake in a high pressure area of the hood if one wanted to put a ram air vent in the hood. The SC outlet on the bottom would have plenty of room to be routed to a big FMIC- or if mounted sideways it could go directly to the stock TB location- though the Millenia has dual intercoolers, so one may assume you should really intercool this SC.
Six Rotors! Can you tell me anything about the oiling system on these SCs? I am wondering which holes are inlet and outlets on this thing...Ian.
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