Anyone out there either seen, heard of, or preferrably used either of these:

1. For SC engines: using a air-conditioner type clutch assembly to engage/disengage the supercharger pulley. Like in the movie "The Road Warrior"

2. For turbo/SC engines: using a seperate A/C evaporator in the intake tract, probably after the IC, to further cool the intake air. Probably would only be helpful to recoup losses when running the A/C.

2.a. Same as #2, but for N/A engines, for same reason.

Ren

 

i have thought about #2 myself but number one willnot work. at least for all the supper chargers that i know of. superchargers have an airtight seal so that they can force the air into the engine. they work sort of like two screws but really big. so if they dont spin then the engine wont get no air. again this is only for the big ole superchargers mounted on top of v8s that i am talking aout.

 

One of the Oem's is doing number #1, I can't remember who, but they met did it to meet low vehicle emmsions standards while using a supercharger..
#2, this was done by Janspeed in the late 70's and 80's however the vehicle a/c systems are simply not big enough to take enough heat out of the air, you would need substantial amount of refrigeration capacity to remove enough air to make this feasible, by the time you add the wieght of the compressor, evap, and a huge condenser, the gains are smaller than the losses.. It takes about 1 ton of refrigeration and 1 hp to pull 400 cfm of air from 75 deg to 50 deg, to take 500-600 cfm from say 200 degrees to ambient or below, you are looking at 7-8 tons of refrigeration, plus a huge condenser to dispel the heat, you would be better off running a chilled water bank cooled by the vehicle cooling system so that you could attain some thermal mass and storage and use an air to water intercooler, this way you could downsize the refrigeration system and rely one the banked cooling to provide your intercooling, but in truth, now you are looking at the wieght of pumps, liquid and piping, air to air is so much simpler, and does not have a parasitic effect on engine ouput..Max

 

Thanks. Max, good point on the AC thing. As far as using a clutch for the SC, I assuem that was for a centrifugal SC, right? If it were positive displacement (roots, lysholm, etc), you'd have to have some type of bypass device, wouldn't you?

Ren

 

Mercedes has a magnetic clutch on some of their supercharged models. It disengages the clutch on the s/c at cruise and idle for lower parasitic losses.

Due to supercharger designs(most anyways), even when theyre not moving, there is still a path for the air to pass around the lobes or vanes of the compressor. The lobes or vanes are too small in relation to the port size to block off more than a small part of the intake tract.

 

Hey my friend has a switch for his S/C on a toyota 4AGEZ motor, so it is possible

 

**** here i come road warrior :-D
actually mad max. road warrior was decent, mad max beyond blunder dome blew ***
the original is the best by far.

 

I think I read about a car that had 2 intake paths. One through the s/c and one around that was used when the s/c was disengaged.
Don.

 

maybe w/ a centrifugal just have a Y pipe from the intake to go around the supercharger. but anyways too much of a hassle
WE NEED MORE POWER
unless you wanna be cool like max

 

http://www.amazon.com/exec/obidos/AS...515294-4686955

 

Nissan's S/C's Xterra has a clutch on the supercharger.

How about a variable-speed CVT gearbox on the supercharger, so that it can produce high boost at idle and not choke at high RPM, but keep at peak boost through most of the RPM range?

 

Now that is what I want. I would definately buy one of those.

 

I think the closest thing to what you are suggesting is under the hood of a stock FD...I would like to see something similar to the chrysler VNT turbo design come back again, those cars spooled at really low rpms, and held boost right to redline, but the turbo was plagued by failures, mostly due to owners not following the oil change recommendations..
Garrett has come out with an electrically assisted turbo now that pre-spools the turbo and keeps it spinning just below the boost threshhold, so the turbo is always "ready" for boost.. could be interesting..Max

 

Corky Bell seems to have had good luck with those Aerodyne turbos. Very similar to the Chryslers. And they have a built-in oil reservoir and require no water cooling, so they can be installed in just about any position. I thouhgt about getting one of them, but BEGI makes no kits for the rotary, and I'm not talented enough as a fabricator to do some **** like that. Plus, as I understand it, you'd have to use two of them to have enough flow.

Ren

 

By Corky Bell, no less. Go figure. I didn't even look at the book you listed until after I posted. Nice Lysholm on the cover. I might just have to get that one.

Ren

 

I got an advance copy, and I really like it. Sure, it has all the Corky-isms (incorrect values for pressure and mach number, bias against water injection, no rotary engine consideration, etc.), however it is a fantasitc overview of the different types of superchargers. It also has all of the excellent fabrication (intake, exhaust, intercooler, etc.) and system testing chapters from his turbocharger book, along with some updates. IMO this book is well worth the money for anyone who is considering a supercharger mod on their car.

 

I have the turbo charger version
vrooooooooooom vrooooooooom