Supercharger.
02-27-07, 07:06 AM
#26
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<<< 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
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
02-27-07, 08:38 AM
#27
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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.
Last edited by fcdrifter13; 02-27-07 at 08:51 AM.
02-27-07, 09:16 AM
#28
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Originally Posted by fcdrifter13
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.
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.
02-27-07, 09:39 AM
#30
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Originally Posted by DRFT_HRD
I'm just looking at the instant power and it's goal is as a auto cross/weekend Drift Car, so instant power is to my benifit not to mention putting together a Turbo kit will cost more and at this time I cant handle the hassle of a drivetrain swap.
02-27-07, 10:06 AM
#31
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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.
02-27-07, 10:22 AM
#32
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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
02-27-07, 10:14 PM
#33
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Originally Posted by Evil Aviator
I think the Rotrex head unit is priced just fine when compared to other superchargers. I would be interested to see how a C30-94 works on a 13B, although the compressor map shows it to be pretty much comparable to a conventional centrifugal compressor. As much as I like the AMM, I don't think it will be as much of a success with the sports car supercharger market as it will be in applications that place greater value on efficiency and smoothness. I am anticipating more sports car success with the plain Rotrex head unit unless the AMM addition is extremely inexpensive (which I doubt). Either way, I don't see much future in RX-7 supercharger kits.
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.
02-27-07, 11:41 PM
#34
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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.
/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.
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