supercharging na
04-08-09, 02:09 PM
#26
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I disagree. Yea, they make a kit, but for the cost..... bleh.
http://en.wikipedia.org/wiki/Roots_type_supercharger <---read about them.
About the vortech supercharger rotarygod posted. That sounds interesting. I have been talking for about a year with the people at ProCharger, which make a similar centrifugal supercharger.
I am curious though, what is the CFM of the RX-7?
http://en.wikipedia.org/wiki/Roots_type_supercharger <---read about them.
About the vortech supercharger rotarygod posted. That sounds interesting. I have been talking for about a year with the people at ProCharger, which make a similar centrifugal supercharger.
I am curious though, what is the CFM of the RX-7?
04-08-09, 02:50 PM
#27
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I do know about what he's got into it so far though. I think he bought the sc for $650 or so online. Atkins wants $300 for their pulleys. I don't know what he paid for his airpump (or if he made it work or not) or random parts. If he needs injectors, and fpr, an ecu solution, etc, the price could jump up towards the $2000 mark pretty easily. He did say his goal is only 250 hp and I don't see why he couldn't hit that. The nice thing is that his car is never down at all. Everything can stay together while he builds it which means he can always drive it.
As a reference, the old Nelson/Paxton supercharger kits for the 2nd gen pumped out something like 7 or 8 lbs of boost. Those superchargers had ball drives which were friction units. They were very mechanically inefficient and very hard to turn. Those old blower were also much less thermodynamically efficient as modern units as well. They ran those kits non intercooled with nothing for fuel control other than a rising rate fpr and backing a few degrees off of the crank angle sensor. That's it. Scary! They dyno'd right around 210-215 rwhp. Not spectacular but not too shabby for something so horribly inefficient at that boost level with no intercooling or ecu tuning.
I've historically been against centrifugal superchargers on rotaries and have always thought twin screws were the way to go. However I can't wait to see this project as it progresses. I'll at least be able to form a real opinion based on facts from it. This assumes of course that he actually does it all properly and not ghetto it together. Next time I see him I'll try to get more info. I might just see if he wants to post here. He's not a forum member.
As a reference, the old Nelson/Paxton supercharger kits for the 2nd gen pumped out something like 7 or 8 lbs of boost. Those superchargers had ball drives which were friction units. They were very mechanically inefficient and very hard to turn. Those old blower were also much less thermodynamically efficient as modern units as well. They ran those kits non intercooled with nothing for fuel control other than a rising rate fpr and backing a few degrees off of the crank angle sensor. That's it. Scary! They dyno'd right around 210-215 rwhp. Not spectacular but not too shabby for something so horribly inefficient at that boost level with no intercooling or ecu tuning.
I've historically been against centrifugal superchargers on rotaries and have always thought twin screws were the way to go. However I can't wait to see this project as it progresses. I'll at least be able to form a real opinion based on facts from it. This assumes of course that he actually does it all properly and not ghetto it together. Next time I see him I'll try to get more info. I might just see if he wants to post here. He's not a forum member.
My summarized response in two words:
**** THAT.
04-08-09, 03:09 PM
#28
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My summarized response in two words:
**** THAT.
**** THAT.
Camden =
. Wish they would focus on some type of a twin screw system that bolts straight onto the RX-7.
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