<<< got a working supercharger from a v1692 detroit. I think this is gonna be my next project. Its gonna take me hours just to figure out how to mount it in the car lol. I'm prolly gonna have to weld in a 1in adapter plate to the lim and maybe cut back some of the firewall.>>>

Detroit nomenclature 16-92 = 16 cylinders @ 92Cu. In. per cylinder. You do know that comes out to 1472 Cu. In., right?

WAY oversized & even severely underdriven, it will probably not run efficiently at all.

Also, you need to change oil flow & bearings to run at any high sustained RPM's.

Maybe a 4-71 - 8-71 will work, but I'd personally run a 3.8L GM Eaton SC for around 300 HP on a DD.

Ed

 

The 16v92 uses 2 SC and 2 turbos to feed its huge cubic inches, lord only knows how many of those blasted engines ive worked on. They are also water to air inter cooler in the manifold and run low boost numbers off the SC and switch over to the turbos by way of a clutch. The supercharger on those motors are really not "that" big and compare in size to the ones used on late 60s and 70 drag cars(wonder where they got them from). You could run the SC successfully but it is going to take some bigger injectors and a stand alone, and not to mention its going to sap some major power before it makes any.

 

AKA lag.
In that case what would be the point of running the SC unless for personal enjoyment? (unless that is what you're after) a turbo kit would be much easier to install, weigh less then that system, make more power and be more efficient.

 

Im not taking lag. That thing is going to sap some major major power even when its making power.

 

It's going to be far more involved to set up a supercharger as you must do most of the fabrication. The TII swap is a direct bolt in.

 

I'm running the super charger because I got it with the car and love the way it sounds. I have a turbo 2 so I have my turbo car and I'm building a turbo rx2 drag car so this is my different car.

 

I'm about to try this with a millinia supercharger. There's just nothing like the sound of a high-RPM supercharged engine. http://www.f1blog.org/?p=27

 

Agreed on the comparative cost of the Rotrex head vs. other units. The point I was trying to make, with respect to cost, is a decent new head unit is going to run around $2,000. Now, as others have pointed out, you have to start fabricating all the components to make it work. IMO, the cost, time, and unanticipated problems will not produce significant gains to warrant the project.

Although, I must confess I toyed with the idea of the Rotrex unit being installed where the air pump is. But thankfully, I snap back to reality.

 

A properly (read stock) turbo with standard bolt ons will usually not have much difficulty beating the only 'commercially' available unit in any style racing. If you're willing to fabricate, have at it.

/fwiw, go compare the camden dynos to some turbo graphs. Most of the time the turbo cars making more torque from 2K rpm on. The only difference is it keeps climbing instead of falling on it's face. If that's a problem, practice driving.