<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RMF &raquo;</TD></TR><TR><TD CLASS="quote">Sorry i posted on the wrong one.LOL</TD></TR></TABLE>


No problem, I was just filling the fuel tanks and priming the flamethrower.

 

good looking man! North Carolina represent!

 

I didn't have a chance to read the whole thing .But does the supercharger keep turning when the turbo takes over.Toyota has an Electric clutch on the SC pulley
that shuts off when the SC isn't needed.Like cruising at low RPMs.But when you step on it it clicks it right back on.

 

JDogg is the pimp-daddy tuner.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RMF &raquo;</TD></TR><TR><TD CLASS="quote">I didn't have a chance to read the whole thing .But does the supercharger keep turning when the turbo takes over.Toyota has an Electric clutch on the SC pulley
that shuts off when the SC isn't needed.Like cruising at low RPMs.But when you step on it it clicks it right back on.</TD></TR></TABLE>

Mercedes does that too, it's one way of taking care of the issue. Magnusson and Kenne Bell both use a bypass. If the SC is not making boost (i.e. - bypassed), then it uses single-digit HP to spin it. I looked at clutching it, but I was going to have to build a bypass assembly anyway to make the transition from SC to turbo seamless, so for simplicity's sake I decided to go clutchless and take a few HP hit on the power. If I wanted the most power, I'd have just left it turbo'd.

The other issue with the clutch, after talking to a Mercedes service tech who works on them, is that it is mainly designed to engage/disengage under lightly-loaded/low-speed conditions. Because my system needs to take the SC out of the loop under light load and full load, and to bring it back online under the same conditions (depending on the state of spool of the turbo), I could potentially disengage and try to reengage it at high engine RPM's on a stopped SC, which would place excessive stress on it, I could see that happening a lot on a fast road course like Roebling Road. The guy at Mercedes thought I should just use a bypass for my setup.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Sinitron &raquo;</TD></TR><TR><TD CLASS="quote">JDogg is the pimp-daddy tuner.
</TD></TR></TABLE>

He's definitely done a great job on my different setups, I'd recommend him to anyone.

 

Thanks for doing the diagram, it helps a little, but adds more questions. My follow on questions are, on the diagram you have two pipes coming out of the diverter assembly. Did you have to fabricate the pipes? And does this mean that you had to make a new opening, a hole of some sort, between the supercharger and the intake manifold runners? And lastly what is "MBC?"

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 2point3h22lude &raquo;</TD></TR><TR><TD CLASS="quote">Thanks for doing the diagram, it helps a little, but adds more questions. My follow on questions are, on the diagram you have two pipes coming out of the diverter assembly. Did you have to fabricate the pipes? And does this mean that you had to make a new opening, a hole of some sort, between the supercharger and the intake manifold runners? And lastly what is "MBC?" </TD></TR></TABLE>

The diverter assembly is all fabricated. I used steel pipes and had flanges made to extend the throttle body and the IACV. I had the intake manifold plenum modified with a 2.5" port helium arc welded onto it. MBC is short for Manual Boost Controller, I used a checkball controller with a small bleeder hole to make an analog feedback loop to control the diverter valve. This is in addition to the MBC that controls my turbo wastegate.

I'm talking to a guy now who does metal fabrication about making pre-built diverter assemblies for sale. After I get this one just right (probably another week or two), I'm going to send it to him and see what it would take to produce them.
It was several hundred dollars worth of parts, welding, hydro-cutting, CAD work, etc, to get this one built, but I think I could get more of them together relatively cheaply now that I know what I am doing with it. I have two 90 degree silicone couplers in particular that need to be replaced with cast elbows, and my diverter path has some sharp angles that need to be smoothed out so it will flow better at high RPM's. I'd like to beef up the bottom end of the dyno graph even more and lessen the top-end hit that I take versus having just a turbo. I'm running around with it as my daily driver now and I love it. I gave a ride to a guy at the local performance shop here in Raleigh and he said it's like some cars he's seen that use nitrous to pre-spool the turbo, instead of waiting for it to spool and then getting a mad rush of power, the power comes on immediately and smoothly ramps up. It's so much easier to control wheelspin in 1st-3rd gears now, I can't wait to get it to an autox or tight road course.

 

I took it apart last night to modify the IACV extender fittings, they popped off when I was messing with one of the hose clamps, so I figured I'd do them right (still not right, but better now). I noticed that the bypass valve wasn't seating when it was in the closed position, I could blow air through it with no back pressure. Turns out the plate (it's a butterfly valve) was a bit bent, probably from when I put the diverter assembly together. This would explain why I've only been seeing 5-6 PSI from a 11-12 PSI JRSC setup. I beat the plate back into shape and it seals pretty well now, I can't just blow air through it any more. I'll try it out later when my wife gets home and relieves me from watching the kids. I'm still waiting on my custom-made bypass valve actuator (supposed to ship on Friday),and I haven't messed with the cam timing, so there'e more to be done. I hope to get it back on the dyno this coming week.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rmcdaniels &raquo;</TD></TR><TR><TD CLASS="quote">AEM EMS with AEM CDI. I also have the Hall effect cam trigger setup from Tony1, but I haven't installed it yet. That will let me get rid of my distributor completely.</TD></TR></TABLE>

Get rid of the distributor. You'll love yourself for it later!

 

Crazy stuff....I was just thinking that cam choice and cam timing should be a major issue on getting it to make good power. This is because both manifolds ( intake and exhaust) are pressurized with that setup. one of the reasons people use stock camshafts with turbos is so that exhaust is not blown back into the chamber during overlap. This is because there is more pressure in the exhaust manifold than (boost) in the intake manifold. The key to power is when you can get more pressure into the intake manifold than the exhaust manifold and operate like a NA car with a good amount of overlap called "crossover". thats why you see all these civics getting 700whp out of 1.8L but only at the top of the rev reange when boost overcomes exhaust manifold pressure.

 

Why? What a waste of money in a setup..

 

dam, sickness man
supercharged boosted
very nice

might of been asked before, but what fuel system are you runing?
just bigger pump
fpr and big injectors
and the AEM EMS

 

the problem with the cams is the fact that once the thing bypasses the sc its going to tune just like a turbo car, more pressure in the exhaust manifold than the intake manifold. with out a custom set of cams i dont see cam gear tuning doing a whole lot. it can be tuned to make gobs of power on the sc, or gobs of power on the turbo, not both.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by eRACING &raquo;</TD></TR><TR><TD CLASS="quote">Why? What a waste of money in a setup..</TD></TR></TABLE>

Drag Racers.....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Quad-Damage &raquo;</TD></TR><TR><TD CLASS="quote">dam, sickness man
supercharged boosted
very nice

might of been asked before, but what fuel system are you runing?
just bigger pump
fpr and big injectors
and the AEM EMS</TD></TR></TABLE>

Walbro 255 pump
RC 750 injectors
AEM EMS

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDogg &raquo;</TD></TR><TR><TD CLASS="quote">the problem with the cams is the fact that once the thing bypasses the sc its going to tune just like a turbo car, more pressure in the exhaust manifold than the intake manifold. with out a custom set of cams i dont see cam gear tuning doing a whole lot. it can be tuned to make gobs of power on the sc, or gobs of power on the turbo, not both.</TD></TR></TABLE>

Yeah, that's what I was thinking, but I'd like to optimize the low-end SC setup as much as possible, while still making well over 300 WHP, kind of like the feel of a Civic with a big V8 under the hood.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by eRACING &raquo;</TD></TR><TR><TD CLASS="quote">Why? What a waste of money in a setup..</TD></TR></TABLE>

Don't listen to ********* like this.... this whole hobby is a waste of money but without it would you be as motivated to get up and go to work everyday???

 

Thats an impressive setup. I remember seeing you post on hostboards, but for some reason I was under the impression that the project was aborted.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SneezR &raquo;</TD></TR><TR><TD CLASS="quote">Thats an impressive setup. I remember seeing you post on hostboards, but for some reason I was under the impression that the project was aborted.</TD></TR></TABLE>

It was aborted at one point, I was selling this engine to go N/A (had it out of the car and on ebay), but I ran into some back-ordered parts with my N/A motor and ended up putting this one back in the car. I'm glad I did, this setup actually works better than I expected. I almost want to keep it, but I think the new motor is going to be a monster at the track and my new ITB's are just too pretty not to use.

 

Super impressed. You're giving me ideas. Thanks for sharing with the rest of us.

 

This is definately a good thread

 

goddamn!

WAAAATCHED

 

WOW! I love the setup, it's gonna rip on the streets. Can't wait for more vids and pics.

 

definitly one of the best threads ive read up on. cant wait to see a video if this car drivin around.