Eaton M62 electronic clutch as used on a merc compressor????
13-12-2005, 06:46 PM
#41
Originally Posted by chip-3door
Originally Posted by markk
Originally Posted by chip-3door
Originally Posted by markk
weve spun a m45 to 24,000rpm as a test - and it destructed itself inless than 4 hours of run time - rotor tips wear very fast over the manufacturers set speeds
the bike revs to 11k we tried the charger at 24k
13-12-2005, 06:49 PM
#42
Originally Posted by markk
Originally Posted by chip-3door
Originally Posted by markk
Originally Posted by chip-3door
Originally Posted by markk
weve spun a m45 to 24,000rpm as a test - and it destructed itself inless than 4 hours of run time - rotor tips wear very fast over the manufacturers set speeds
the bike revs to 11k we tried the charger at 24k
twat for riding it i meant, wasnt questioning you did it or anything!
was meant as in "nutter" "mad twat" "your nuts" etc
13-12-2005, 06:58 PM
#44
Originally Posted by chip-3door
Originally Posted by markk
Originally Posted by chip-3door
Originally Posted by markk
Originally Posted by chip-3door
Originally Posted by markk
weve spun a m45 to 24,000rpm as a test - and it destructed itself inless than 4 hours of run time - rotor tips wear very fast over the manufacturers set speeds
the bike revs to 11k we tried the charger at 24k
twat for riding it i meant, wasnt questioning you did it or anything!
was meant as in "nutter" "mad twat" "your nuts" etc
- and is still under development
13-12-2005, 06:59 PM
#45
Originally Posted by SapphyMike
so to have a charger on my engine (not that i am), it would require a map sensor, and management that could see the boost pressure?
13-12-2005, 08:04 PM
#48
Originally Posted by chip-3door
Originally Posted by markk
FUCK riding that - i was just in on the development - and is still under development
- and is still under development
13-12-2005, 09:18 PM
#49
Testing the future
supercharger clutches are basically the same as air con compressor clutches chip. ours engage in something like 50ms, and 12v models draw about 4 A having a power consumption of 48W.
from memory, i think that they have a breakaway torque of about 50Nm, but i can check on that if needs be.
if you wanted different belt widths, or clutch diameters, i can maybe supply something. but they would probably require some maching to fit.
from memory, i think that they have a breakaway torque of about 50Nm, but i can check on that if needs be.
if you wanted different belt widths, or clutch diameters, i can maybe supply something. but they would probably require some maching to fit.
13-12-2005, 10:02 PM
#50
Perfect Nick, just the sort of info i was looking for, sounds exactly right for what im after then, which i suppose shouldnt surprise me as thats basically what its doing on the merc in the first place!
13-12-2005, 11:45 PM
#51
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Originally Posted by chip-3door
anyone know how quickly in engages and disengages?
I drove my truck with the supercharger belt off!!! dam it was slow!
14-12-2005, 08:50 AM
#53
DEYTUKURJERBS
Originally Posted by SapphyMike
does the supercharger replace the plenum chamber if used on a V6 btw?
Or remotley like a turbo, if you want an intercooler.
Or wherever really, if you got the room.
14-12-2005, 09:42 AM
#56
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is it easier to mount it remotely, instead of sitting it on top of the engine? I would hazard a guess in an omega for example, that there isnt the room LOL
14-12-2005, 09:51 AM
#57
Originally Posted by SapphyMike
is it easier to mount it remotely, instead of sitting it on top of the engine? I would hazard a guess in an omega for example, that there isnt the room LOL
14-12-2005, 10:50 AM
#60
Are you talking to me alex?
If so, i have a decent ECU to use, but was going to have a go first on standard management just to do it quickly as need the car up and running ASAP but as usual dont have much time.
Longer term we are going to a multivalve engine for it anyway.
In fact possibly an XE with the charger
If so, i have a decent ECU to use, but was going to have a go first on standard management just to do it quickly as need the car up and running ASAP but as usual dont have much time.
Longer term we are going to a multivalve engine for it anyway.
In fact possibly an XE with the charger
14-12-2005, 11:12 AM
#63
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Originally Posted by Itsmeagain
Entireley self contained from what i understand.
Ive seen people rig it up to a simple on-off switch and run it mad-max style.
Ive seen people rig it up to a simple on-off switch and run it mad-max style.
14-12-2005, 11:17 AM
#65
Originally Posted by Cam
Originally Posted by Itsmeagain
Entireley self contained from what i understand.
Ive seen people rig it up to a simple on-off switch and run it mad-max style.
Ive seen people rig it up to a simple on-off switch and run it mad-max style.
1) ON
2) On when ECU says so
3) OFF
14-12-2005, 01:45 PM
#67
Only want about 250-300bhp, and want to remove weight from the front of the car.
XE sits same place and is same sort of wieght as an E30 M3 engine
Just one of a few options at the moment though
LS1 would be cool, but too pricey for this project, mongo hasnt got a lot of budget really
XE sits same place and is same sort of wieght as an E30 M3 engine
Just one of a few options at the moment though
LS1 would be cool, but too pricey for this project, mongo hasnt got a lot of budget really
14-12-2005, 02:15 PM
#70
10K+ Poster!!
All alloy construction...
a bmw v8 weights about 140kgs
And they are common enough
People don't know about them so dismiss them as potensial swaps... and plump for the more obvious like pintos and XEs.
Nowt wrong with the engines, but they arn't exactly cutting edge!
Alex
a bmw v8 weights about 140kgs
And they are common enough
People don't know about them so dismiss them as potensial swaps... and plump for the more obvious like pintos and XEs.
Nowt wrong with the engines, but they arn't exactly cutting edge!
Alex
14-12-2005, 02:19 PM
#71
Right alex, here we go then:
budget of 1000 quid
what engine would you use, bearing in mind the following
that doesnt need to include the ECU as i have spare management
it must mount up to a bmw 325 box (so for the xe i would need an adaptor in the price of a grand)
must be a realistc find, im not hunting for years for something
it must be lighter than 150kg
must make over 250bhp
current plan is:
xe + let pistons = 300
charger = 300
adaptor bell housing = ????
so around a grand
staying BMW on the engine sounds good if we can in the budget
budget of 1000 quid
what engine would you use, bearing in mind the following
that doesnt need to include the ECU as i have spare management
it must mount up to a bmw 325 box (so for the xe i would need an adaptor in the price of a grand)
must be a realistc find, im not hunting for years for something
it must be lighter than 150kg
must make over 250bhp
current plan is:
xe + let pistons = 300
charger = 300
adaptor bell housing = ????
so around a grand
staying BMW on the engine sounds good if we can in the budget
15-12-2005, 01:54 PM
#80
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running these blowers at the limit will often cause enormous heat at the blower output, I've ran over 130 deg (where i hit the roof the of my ACT range and melted the sensor tip!) on a M90 and killed the blower in less than 10k. also ran the blower wet to help cool it. but if its hot the seals will burn and the rear needle bearing grease will melt. the blower from this point will self destruct. once the seals go it'll draw oil in from the front casing and line the inlet tract, in turn lower octane levels.
Jag V8's have output temps in excess of 160 deg b4 the air hit the chargecoolers.
The most efficient way to run these blowers is to run the blower in the limit using smallest blower you can get away with, however this will limit your tuning potential.
non intercooled it important to get the ACT's below 70 deg. if you spike and hit over 100 degree continuously non intercooled the blower will die quite quickly.
Rob
Jag V8's have output temps in excess of 160 deg b4 the air hit the chargecoolers.
The most efficient way to run these blowers is to run the blower in the limit using smallest blower you can get away with, however this will limit your tuning potential.
non intercooled it important to get the ACT's below 70 deg. if you spike and hit over 100 degree continuously non intercooled the blower will die quite quickly.
Rob