Anyone with supercharged expierence?

[Kr0n1k]

Well, at first, I had considered pulling an SC off a wrecked MR2, but it was quite tiny. Eventually this would be a high boost app. but for now, I want to remain in the present, and not get too far ahead of myself. I also began looking at Jackson Racing superchargers for Preludes, since the H22a is only .2l difference from the KA, and noticed their setup has the intake manifold looking much like a turbo exhaust manifold. Just runners with the SC sitting on top. If i can get the SC for cheap the might be the route I take, but I don't see how you'd intercool that setup. Basically, I'm just gonna grab an SC when the 240 arrives next month, and see where I can fit it. And is the piping going to need a special flange to fit the SC? From what I can see, these all mount up to intake manifolds, and look as though they have many port matched outputs, instead of just a big 3" output. I'm thinking that is something removable, but maybe not. I wish I had more answers than questions.

http://www.performancecenter.c...36738 <-- H22a setup

[madbouncy]

The ports can be in a bunch of different places, you'll mostly just find them with the exit on the bottom, because pretty much every factory supercharged car has it ontop of the intake. However, if you look at like the miata kit, you see that it has it coming out of the side where it would go into a pipe for the intercooler. I also don't see how you could intercool that, and you definitly will need to if you up the boost some. The only thing I could see is a custom fitting and having the turbo upside down or on it's side. I think you're better off mounting it on the exhaust and figuring a way to use a pipe, this will give you a better result. A) it allows you to easily add an intercooler. B) the exhaust has a lot more room on it's side to work with C) you might have hood problems if you mount it onto the intake if you just mod the original one insteadof getting a completely custom one (not entirely sure on that but the superchargers look like they are pretty tall to me.) D) a custom intake is a lot more money than a couple brackets and some intake piping.

If you intend on going with high boost I'd get the biggest super you can get for yor price range. There's one bigger than the M90 that eaten makes, think it's like the m112 or something. If you could pick that off a vehicle at the junkyard you could probably get it for a good price. If I get motivated I might take some measurements in my engine and see what I think can fit well in there. Defintly keep us posted on what you find out.

I've never taken a supercharger apart but I'm pretty sure the entire inside is almost one peice, so all your intakes ane exhausts should just be part of the case, which I assume you could modify easily enough or just find one from adifferent one that'll work.

[H.D.HUMPERDINK]

With a roots blower that is attached to the intake you have to put an aftercooler on it if you wanna cool the aircharge. Its basical and small radiator inbetween the supercharger and the intake. Kinda like the one sold here:

http://www.thrashercharged.com....shtm

[madbouncy]

That's pretty cool. Wonder how well that would work for what he's trying to do. I can't see that fitting on the intake between the supercharger without going into the hood though. There's gotta be an easier way that we haven't noticed yet.

[Ubernoober]

The SC can be TOO large. The screws have to run at a minimum speed to actually pump. Try to turn them too slow because your SC is oversize and all you do is create efficiency losses. In general with the Eaton SC's, you want to try to turn them between 2-4 times crank speed if I remember correctly. I did a little research when buying my SC Saleen, but that was a while ago.As far as piping is concerned, the T-Bird had the SC mounted in the lifter valley "upside down". In other words, it blew up into a flange that then sent the boost foreward to an air/air intercooler before entering the engine. Here's the great thing.... that flange is perfect for you since it is low clearance (it originally had to fit under the hood) and faces the correct direction for you to run to an aftermarket 240 intercooler kit. Sweet, eh?After running a few calculations, I think the M-90 would be a little big at 5-7 PSI but mighty sweet near 15.

[Ubernoober]

Ok, I just looked at that Jackson racing link. Good god, could they have made it more difficult? I guess they have problems packaging it into the engine bay, but I HATE the fact that they put their own reduction drive on the nose of the SC. They did that to keep the factory crank pulley, but what the hell? For that price machine me a friggin new pulley with an extended nose so I dont have to run that jacket belt pattern with the dopey reduction drive. Thats also going to be the first thing that fails if the bolts on the intake don't snap first. Lame.Also, ugly, ugly ugly. And at that price it still isn't intercooled. What a friggin joke. If you want to see bolt-on kits done right, look at how Saleen and Roush (hell, FORD TOO with their Cobra) do it. Admittedly a V8, but still clean as you can get.

[Kr0n1k]

With all the money I was going to pour into a turbo kit, I may just get some of the things that I would've had to get with the turbo, like a rebuilt bottom end (more for reliabilty and peace of mind than anything) and some 550cc injectors that will go into the stock fuel rail. Is it harder to tune with an SC or easier? I would think it would be a bit easier, since the boost is always there, and it would be much easier to adjust AFR and things of that nature. And if the M-90 can do 15psi no problem, that I think, would be one hell of a setup. And yea, the way the T-Bird's is setup, that would be damn near perfect, espically since it would emliminate any fabricating that would need to be done to SC in terms of getting the air out of the SC and into the intake. I'm suprised no one has ever done it to tell you the truth, especially with all the torque the KA has.

[madbouncy]

Yeah that supercharger sounds sweet the way it is setup, I'm going to start checking around junkyards to see if I can find any, that way I can start to see how I'll have to get it mounted as I collect other parts. I'd rather get the m45 for my setup because I'm only going to be at 9psi tops, I'm going for 250hp. Though it be nice to see the way it's setup and if there's anything I could use as well, or just go with that setup and run some higher boost.

I figured he should get the biggest because when he said hi boost I figured in the 20s. It's no suprise people haven't really done it. Supercharging isn't done in imports all that much, but it's picking up. Hell there was a time when people were turboing the stock ka24de and wondering the same thing about why people never did it.

[Ubernoober]

Well nobody (that we know) has done it because:A) Everything Japanese is turbo. SC's are for domestic pieces of crap. Or so the thinking goes.B) Packaging of a turbo is known. With a SC, you are heading into unknown waters, and packaging may end up being a real head-ache.C) SC's don't have the cache of a turbo.

As for tuning, it should be no more difficult than any other forced induction system.

I dare ya.... I dare ya. Go big and let us know how it goes!

[madbouncy]

Go big or go home, right? lol, I don't want to make more than 300hp, otherwise I'll move onto a different platform, like an actual track car. Anyways, I was looking more into superchargers, I found a cool thing for the m45.

http://www.miatamania.com/Shop...44427

Looks like it would work great, really low profile. Anyways, I saw something about dummy throttle body, so I searched that, didn't find jack. Though I saw it say that it replaced the normal throttle body. Then I read that the throttle body was put in front of the supercharger because it's a positive displacement blower. Just wondering how come you have to do that? Only thingI could think of was that if you closed the throttle it wouldn't make boost, which would basicaly keep you from wasting during deacceleration. Also, since the throttlebody closes and the supercharger is after it. Would you still need a bov? I don't see why you would, but I'm probably missing something. So far I'm trying to figure out how the supercharger keeps from having you make full boost all the time. You have any recommended reading? I just read maximum boost by corky bell so I get turbos pertty well now, but still pretty confused about superchargers.

[Ubernoober]

I do not believe the SC needs a throttle body before it. I just cannot see why that is necessary, but I could easily be wrong.As for on/off boost, Ford, Saleen, and Roush all use the same system. The outlet area is linked right back to the inlet pipe. There is a simply vacuum operated flapper that opens or closes this passage. Under cruise, the normal high vacuum holds the flapper open, which means the SC largely freewheels, drawing very little power. Once you hammer the throttle, vacuum drops, the flapper closes and you go under boost. Vroom vroom.You could also run a clutch on one of the drive pulleys.You could still run a BOV. If the SC was blowing a long distance to the throttle body, snapping the throttle closed under high boost would cause a pressure surge to travel back to the SC until the flapper relieved the pressure, but really thats no big deal. On the other hand, if you are driving the SC through a clutch, having that pressure wave bang into the SC with no relief might not be so good, even if the clutch has already been disengaged.

[Chezedik]

Okay, here is my two cents. I am about to begin fabrication on a kit for my own car. I have been researching this for over two years, and many times became so frustrated that I gave up. But my fascination keeps bringing me back. I am building a custom manifold, where the charger will bolt directly to the bottom of it, on the cool side of the motor. I am using the eaton M-62, (check my post on this subject for more information). The Delta-Temp on the M62 is less than 120' at 14K, which is a flow rate of 440CFM. We will call this a pretty good amount of flow. Then I will add an intake manifold for the charger to the back, to relocate the stock TB to its stock position, where with an aftermarket intake it will pull through the MAF in it's stock location. I have decided this for many reasons, first MAPs require constant retuning, and would require a standalone EMS, and lengthening wires on an MAF is a BAD IDEA! The air will not be aftercooled because it is my belief that a mere 100' above ambient temperature does not justify it. A turbo is bound to make more heat in that sense. Instead, if I befin having any sort of detonation issues, I intend to use a water injection system. I will be using a FPR and turning press up to 55-60PSI above manifold. This (if my math is right) will yeild a flow rate of 344cc/min at 100% or 292cc/min at 85%. This should be sufficient for 7psi, as many people have taken their KA-Ts to 5psi w/o fuel mods. Okay, now an M90 is too big for the KA, here is a site you should try that includes graphs and other info.

http://www.capa.com.au/eaton_mp62_4th.htm

I will be using a remote bypass, and will have this completed to the level of minor tuning on the first try. Do yourself a favor, do all of your math first, do your research, find out what you can take, and you can too. Upon completion, I intend to clean up the kit for a proper appearance underhood, then I intend to market it. I would appreciate anyones input on this subject on this or my own post.

[RWD]

How is this project coming along? I've been scanning the web for quite some time hoping to find someone that has had success using an Eaton-type SC on the KA.

[Red Lightning]

He probably gave up. I remember seeing one (centrifugal) supercharger on a KA in a truck on here. So supercharging can definitely be done, but why?

[TheOne]

check http://www.kennebell.net/ for their miata supercharger, its a Twin screw.

just as example since the miata is RWD and has exhaust on driver side like 240sx.

[Chezedik]

No, I have not given up, however during my rebuild I was forced to do some headwork, which now means that I have higher compression, so for the time being, it is being put on hiatus while I evaluate my priorities. I wanted to build the kit so that it could be used by all of you guys on a stock motor, but now my motor will have to have it's compression lowered in order to do this. So I am now thinking of an eaton M90 with massive boost (20-25lbs). First, I will wait until I get back to school, and buy a spare motor, I will do the work to it required to run the blower, then I will install it and take it to my schools dynometer, assuming it doesn't blow, I will post from there. But as far as giving up, I see no reason to give up, this is not only possible, but not terribly difficult to do. Also, I need a welder if anyone knows where I can pick up a wire welder for a decent price, 110 or 220 would work.

[mkory]

As far as running the SC on a clutch goes, Could you attach a pulley to the fan clutch, and put that on a switch inside the car to turn on/off boost as you wish? Then just run electric fans?

[Chezedik]

AND NOW I GAVE UP, Turbo justs makes more sense, and it's way cheaper. But if it helps, my injector equations were way off with the regulator. It is instead you have to take 1.X * (Xsqr) that is to say that a 4% increase in pressure is 1% increase in flow. Good luck to whomever wants to try.

[mkory]

Turbo it is for me too!