rx7 vert camden supercharger dyno
#126
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Originally Posted by pontious
Why would the SC air even get hot? This is a serious question, as I can understnd that on a Turbo Exhaust gas is spinning the turbine blades, thus heat is being transferred to the turbo housing directly.
anybody?
anybody?
PV=nRT
If pressure goes up, temperature has to go up to...if everything else is held constant.
-Ted
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Originally Posted by pontious
I would have assumed that an SC wouldn't need one
Superchargers generally do not need them AS MUCH as a turbo, from what I understand. But with any kind of boost your temperatures are going to rise the more psi you run, so an intercooler would be a good idea.
Technically you don't need an intercooler on a turbo either! That doesn't mean you shouldn't have one. I've seen drag cars with turbo's that only run 1/4 at a time at the strip run with no intercooling, so what?
#128
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Originally Posted by kettlman
hey. congrats on the dyno. looks good. nice lines at the end. steady. who cares what they think, be happy you got t=what you wanted.
#129
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ok , i wanna say im thankfull for all the feed back in here good and bad, if i wasnt interested in what people had to say i wouldnt be here, so beelave me i take it all in . and ya i wish it was pushing more , but the bottom line thats what it has, so with some other tweaking of some things it will go up. thanks for every ones thoughts on the sc. as i was going down he road tonight and slammed it there was a big difference from the old stock way, it threw my head back in the seat i never got that before it was tuned, so alls good. thanks everyone . gil
#130
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Originally Posted by RETed
Ideal Gas Law!
PV=nRT
If pressure goes up, temperature has to go up to...if everything else is held constant.
-Ted
PV=nRT
If pressure goes up, temperature has to go up to...if everything else is held constant.
-Ted
The Combined Gas Law:
(p1 * v1) / t1 = (p2 * v2) /t2
and v1 = v2
so:
T2 = (p2 x t1) / p1
p1 = 14.7
p2 = 24.7 psi (10psi of boost)
t1 = 70 degrees F
T2 = (24.7 * 70 ) / 14.7
T2 = 114 Degrees F
Maybe this is enough of a temp increase to justify a intercooler. I don't actually know. That is what I was asking in the first place.
I still would think that the exhaust temps would have a MUCh larger effect on a turbo than the Temp change do to the pressure changes...
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Originally Posted by pontious
I would have assumed that an SC wouldn't need one do to the fact that it is not directly or indirectly interacting with the exhaust.
Why would the SC air even get hot? This is a serious question, as I can understnd that on a Turbo Exhaust gas is spinning the turbine blades, thus heat is being transferred to the turbo housing directly.
anybody?
Why would the SC air even get hot? This is a serious question, as I can understnd that on a Turbo Exhaust gas is spinning the turbine blades, thus heat is being transferred to the turbo housing directly.
anybody?
This link explains it with some nice graphics. However, it references a more efficient centrifugal compressor (used on turbochargers or centrifugal superchargers), so a blower would add about 40deg rather than the 24deg shown, but you can still get the main idea:
http://www.procharger.com/intercooled.shtml
The main reasons that you rarely see an intercooler on a blower are:
1) Unlike a turbocharger, the Roots type blower compresses the air in the intake manifold tract rather than in the blower itself. This makes it difficult to add an intercooler because the size and shape of the intake tract is critical, and adding to its length or volume will ruin the engine's performance.
2) Most of the drag cars that use a blower are running on alcohol and/or have nitrous injection, both of which significantly reduce detonation.
3) An intercooler would add a lot of money to a blower kit.
4) Most of the blower kit market is aimed at those who do not want to run a lot of boost.
Originally Posted by dDuB
Superchargers generally do not need them AS MUCH as a turbo
Last edited by Evil Aviator; 12-08-04 at 10:29 PM.
#132
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I think their numbers for the first column are wrong. A 70 start temp and 10 PSI boost sees only a 44 degree temp increase. They are saying closer to 70 degrees for 8 PSI.
The 24 degrees do to mechancal inefficiency may or may not be correct. It is really more complicated than I am sure they would want you to believe. Some of the heat from the SC is radiated out to the engine bay (then some of that is returned via heat soak. and some is blown out by the finger chopper), some of it woudl of course directly impact the air in the SC.
20 degrees from heat soak. Sure, if the car is not moving you will see a lot more of this. If air is being constantly pulled through the system the time it is in the intake I HIGHLY doubt its temp will increase 24 Degree in what a half a second?
I am not arguing that the temps wil be higher, I have already proven they will be. I guess if you want TOP performance you would cool ANY air that goes in the car.
The 24 degrees do to mechancal inefficiency may or may not be correct. It is really more complicated than I am sure they would want you to believe. Some of the heat from the SC is radiated out to the engine bay (then some of that is returned via heat soak. and some is blown out by the finger chopper), some of it woudl of course directly impact the air in the SC.
20 degrees from heat soak. Sure, if the car is not moving you will see a lot more of this. If air is being constantly pulled through the system the time it is in the intake I HIGHLY doubt its temp will increase 24 Degree in what a half a second?
I am not arguing that the temps wil be higher, I have already proven they will be. I guess if you want TOP performance you would cool ANY air that goes in the car.
Last edited by pontious; 12-08-04 at 10:46 PM.
#133
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Originally Posted by Evil Aviator
All of this "compressor efficiency" stuff you hear about on the internet is directly related to how much heat is produced during the compression of the air.
What we need is a damn Mag-Lev bearing.
#134
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Originally Posted by Digi7ech
Man you guys shoot anything down which is new.
Originally Posted by CODE BLUE 2
...its different and new.
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Originally Posted by pontious
I think their numbers for the first column are wrong. A 70 start temp and 10 PSI boost sees only a 44 degree temp increase. They are saying closer to 70 degrees for 8 PSI.
#136
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Originally Posted by dDuB
Then why'd you buy the kit? Wasn't this the whole point of the kit was to get the mani and setup so you didn't have to custom make anything?
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Originally Posted by snub disphenoid
Well, i'm not considering doing that right now, but I would be interested in seeing how well the motor could do without that big, snaking intake manifold and a larger, single plate throttle body.
Superchargers have their upsides and downsides, just like turbo. I'm really still trying to decide which I'd be better able to do and would want to more, but so far I'm leaning towards turbo. We'll see
#138
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Originally Posted by dDuB
That's true. I've always wondered about that intake mani and how it could've been done better as well.
Superchargers have their upsides and downsides, just like turbo. I'm really still trying to decide which I'd be better able to do and would want to more, but so far I'm leaning towards turbo. We'll see
Superchargers have their upsides and downsides, just like turbo. I'm really still trying to decide which I'd be better able to do and would want to more, but so far I'm leaning towards turbo. We'll see
So if you're searching for only modest power with a flat, useable torque curve(and you don't mind your car sounding like an airplane), go for a supercharger. If you want a jump in power, with the ability to make more and more jumps, go turbo. Also go turbo if you don't have money to throw around for further upgrades. That's just what I think.
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Originally Posted by Evil Aviator
You need to use absolute temperature in your equation.
Anyway, Converting 70 deg F to Kelvins and re-solving to T2:
T1 = 70 deg F = 21.1 deg C = 294 deg K
T2 = (24.7psi x 294 deg k) / 14.7psi
T2 = 494k = 221.33 deg C
T2 = 430 deg F
That means an increase in temp of 360 Degrees. at 10 PSI.
These numbers are pretty misleading though, as the volume is not constant becasue the air is actually flowing through the SC and the engine. I think to really do these calculations you would need to whip out a Thermo Dynamics book...
#142
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Originally Posted by dDuB
13bpower: Please don't spout out misinformation and act like it's fact. I doubt this kit will ever get anyone to the 250 rwhp range, it is not the most efficient sc you can use.
boo hooo its so expensive, cry me a river. if its too expensive for you then just go buy your junkyard turbo kit, and stop whining about it here. 267hp at the flywheel isnt bad.
#143
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Originally Posted by pontious
These numbers are pretty misleading though, as the volume is not constant becasue the air is actually flowing through the SC and the engine. I think to really do these calculations you would need to whip out a Thermo Dynamics book...
99.44% of the people in here won't understand, and it'll probably take PAGES of proof to show your work...
Increase of boost means increase of intake temps - not good enough for you?
-Ted
#144
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Originally Posted by Joshshift
i work here at atkins rotary and i thought i would post this dyno sheet of one of our supercharged motors, with a carburetor no less.
boo hooo its so expensive, cry me a river. if its too expensive for you then just go buy your junkyard turbo kit, and stop whining about it here. 267hp at the flywheel isnt bad.
boo hooo its so expensive, cry me a river. if its too expensive for you then just go buy your junkyard turbo kit, and stop whining about it here. 267hp at the flywheel isnt bad.
You're right...booohooo
-Ted
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Originally Posted by snub disphenoid
After my experiences with the Camden, I'd have to say go turbo. Maybe the dyno trip on Friday will change my opinion, but that's what I think. I mean, think about it. What's the fastest street driven supercharged RX7 you've seen? You're really not going to get anywhere past high 12s, at the best. If you go turbo, though, there's always room to improve.
Originally Posted by Joshshift
i work here at atkins rotary and i thought i would post this dyno sheet of one of our supercharged motors, with a carburetor no less.
#146
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That sheet is awesome! Its also interesting to see the EGT and AFR numbers
Dunno if you included the info with the chart Joshshift but if you can reveal this info what PSI was it running? I might be looking at it wrong but is the second to last column the boost figure?
Dunno if you included the info with the chart Joshshift but if you can reveal this info what PSI was it running? I might be looking at it wrong but is the second to last column the boost figure?
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im not sure if that is the boost column, but after we configured this efi kit correctly the boost gauge was reading 12-13psi in our test car. these hp numbers would greatly improve with some type of intercooler, possibly some type of water injection.
#148
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this kit isnt for a turbo car. its for an n/a car with smaller ports and a different ecu etc.
NA ECU runs more aggressive ignition timing due to it only has to worry about "0" on the pressure sensor.
That means everything points to better flow and more aggressive ignition timing, unless you slapping on an MSD BTM or equivalent to chop the ignition timing down?
-Ted
(Edit...Remove flames)
Last edited by Aaron Cake; 12-10-04 at 09:41 AM.
#149
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Originally Posted by RETed
NA secondary port in the side housings are SIGNIFICANTLY bigger.
you actually think that ports on Turbo are smaller than ports on an N/A take a look again there dude?
Dan Atkins
Last edited by Dan Atkins; 12-09-04 at 08:18 PM.
#150
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From 86-88 FSM scan from http://www.iluvmyrx7.com/
Turbo primary - 32ATDC to 50ABDC
Turbo secondary - 32ATDC to 50ABDC
NA primary - 32ATDC to 40ABDC
NA secondary - 32ATDC to 30ABDC
NA 6-port - 45ATDC to 80ABDC
The NA secondary + 6-port is effectively - 32ATDC to 80ABDC.
Compare that to the turbo secondary, the NA intake port closes 30-degrees later.
-Ted
Turbo primary - 32ATDC to 50ABDC
Turbo secondary - 32ATDC to 50ABDC
NA primary - 32ATDC to 40ABDC
NA secondary - 32ATDC to 30ABDC
NA 6-port - 45ATDC to 80ABDC
The NA secondary + 6-port is effectively - 32ATDC to 80ABDC.
Compare that to the turbo secondary, the NA intake port closes 30-degrees later.
-Ted