Evil Aviator

Because a non-intercooled Roots supercharged 300rwhp 13B is going to need some serious porting due to the limited boost available, and/or it's going to need to run on alcohol.

If you are bored, then why don't you take a course at your local community college so you can learn about these things?

Roddimus Prime

Vortech is an ok blower but if you're looking for budget boost in a supercharger that will provide very healthy power up top (above 50% of the rev range) the Powerdyne is a great unit. They are self containd and whisper quiet.

Just for reference the 2 powerdyne blowers I use make 850cfm and 975cfm respectively. That's plenty of air to make 300whp as long as you can fuel it properly. One of the biggest things I've noticed with my blowers is that they dont feel like boost at all. It simply feels like a bigger engine in the car. This may be totaly different on a rotary engine but I don't know why it would.

I think before giving up on budget boost that is effective I think you should look around at different blower brands and set-ups. If you need any powerdyne products just let me know as I get them for wholesale.

SonicRaT

iTrader: (6)

Max output CFM is a useless number. The low-level vortechs put out over 1000cfm, but it doesn't mean it's a good match for a rotary. It'd be interesting to see them provide a compressor map so someone could figure out if they were worth the effort. But regardless, the problem is finding a charger properly matched to the rotary. For example, the rotary doesn't work well on a vortech because the peak efficiency lands in an area that requires the engine to naturally displace more air, but instead, the rotary is forcing the air to be compressed, which forces us out of the efficiency range and near the surge line. This cuts our maximum CFM off considerably, considering to run it at a speed low enough where we're not boosting 8psi at 200rpm and 45 by 8k (which again, is so far out of efficiency it's not even considerable), our peak CFM is relatively small. So, the problem arises that out of every supercharger company (for centrifugal, mind you) that has provided a compressor map to actually look, no chargers actually fit. This same problem arises from a roots blower, we don't take in enough air, so we're forced to compress, and a roots blower starts to drop off horribly once this happens, so once again we're limited. So, we try to drop inlet temps and so forth, but still, we're not moving a whole lot of air in the efficiency range. This is why a twin screw charger is so great, though expensive. Anyway, it's late, I'm sure I said a lot of wrong things, but pretty much, it's right. And so far on this forum, I don't think anybody in this thread has tried more various chargers on a rotary, so for the most part I think I'm right (compared with my experiences)

Node

iTrader: (1)

If you want to make that sort of power I would ditch the 6port and go with a 13BT.
High comp rotors 9.0:1
Maybe a mild streetport
I would try to use the stock t2 ecu, and just piggyback like us turbofolk do
then just fab up the supercharger mounting **** and piping and slap on some exhaust.

300rwhp could be possible, but you'd need a decent sized supercharger

No one has really built an all about supercharged setup. Theyve all really been n/a engined frankensteins.




Just find out the right airflows, size out a supercharger. And figure the fuel requirements from the vast sea of turbo II knowledge on these forums.

SonicRaT

iTrader: (6)

There's absolutely no need for the 13BT block. That power can be achieved on the 13B block, easier. Sizing a supercharger to get that power is the hard part, as I stated above. And considering the various types of chargers, finding one that's efficient at the same time and reliable, and easy to use, tends to pose a few problems. But regardless, I'm not sure what you consider an 'all' out supercharged setup, but the whipple car I built was about as 'all' out as can be done, no half-assed frankenstein job on that, and it showed good numbers. But it's cost was insane compared to an equally powered turbo.

bingoboy

have any engine bay pics? that sounds sexy

SonicRaT

iTrader: (6)

Nope. Car was built in Syracuse, NY for a guy in his mid-40's, at that time I didn't have a digital camera available, and he was one of those 'i've got a tv what do I need a computer for' people.

aBieker

Hey Sonic...
I've been toying with the idea of a twin-screw supercharger setup for some time now, but I've had to learn A LOT about engines (particularly the rotary), superchargers (obviously Lysholm in particular), and thermodynamics in general in order to get to a reasonable point of comprehension on the subject.

However, now that I consider myself there, and the project seems a little less of a pipe-dream than it once was, I'm curious, where did all the cost in your Whipple setup come from? Obviously, the Whipple itself was not cheap, but aside from that, it seems like mostly parts you would need for any forced induction setup... Am I missing something?

SonicRaT

iTrader: (6)

Well, running stock ECU is pretty pointless, so you'd want at least a standalone, a good intercooler, custom pulleys/brackets/manifolds/etc, and it adds up very fast.

StonedDrone

Yo Sonic, what size whipple did you use to pump out 320 hp?

SonicRaT

iTrader: (6)

3300, and it was 350rwhp.

bingoboy

how much boost sonic?