<< like the Eaton used in JR kits have poor adiabatic
efficiency but have a nice fat powerband >>
Mike, the problem with the Eaton blowers is that
the blades are blunt(done to keep the noise down) causing that
problem. They actually need to slice the air. My Machinist can
change that. You should see the difference that makes.
Tom
----- Original Message -----
From: "Mike Kojima" <[EMAIL PROTECTED]>
To: "Sentra Mailing List" <[EMAIL PROTECTED]>
Sent: Thursday, October 26, 2000 1:05 PM
Subject: Re: SML: Boost/Turbo/Stock internals
>
> "Joe" wrote:
> >>The idea is to make a semi-high horsepower engine mod for the everyday
> >>driver that wouldn't require changing the stock internals. At roughtly
> >>180-190hp (with IMMEDIATE boost) this would make our car fun to drive,
> >>and much cheaper than the turbo.
>
> Then "Dick" wrote:
>
> >Correct me if Im wrong, but isn't a turbocharged engine more thermally
> >efficient than a supercharged engine. This would mean that a turbo
> >converts
> >your chemical energy, (gas), into work, (hp) at a better rate than a
> >supercharger.The plus side being you would use less gas to achieve the
same
> >level of power output in a turbocharged engine compared to that of a
> >supercharged engine. The negative side being that you would have to wait
> >for
> >the power since it is not (IMMEDIATE boost). They are many other pro's
and
> >con's to consider too. just throwing in my $.02
>
> Jaivier is totaly correct in the fact the turbo's are more efficent and
can
> produce more power. Turbo kits are fully reliable if they are engineered
> and made correctly. Superchargers are inferior from a power standpoint.
> Centrifugal superchargers like Vortech are even more laggy than
> turbochargers unless they are overdriven with a top end by pass valve in
> which case they are totlay inefficent. Positive displacement
superchargers
> like the Eaton used in JR kits have poor adiabatic efficency but have a
nice
> fat powerband and are very pleasent to drive, feeling like a bigger stock
> engine. The power potential is limited to perhaps 30-50 more hp with
these
> kits.
>
> Making a positive displacement supercharger kit is difficult because you
> need to either cast or heavily modify a stock manifold as well as machine
> drive pulleys and devise a off throttle bypass valve. You must bypass all
> light throttle boost or the motor will soon blow up.
>
> A centrifugal supercharger kit is easier because it packages better with
the
> stock manifold but you still need to make brackets and drive pulleys., you
> still need to bypass off boost presure. The centrifugal blower is easer
to
> intercool also. The main issue will be it's lag, it is like bad turbo lag
> without the power that the turbo can produce.
>
> I have a lot of resourses avalible to me after being in the racing
industry
> for many years, but I still won't do a supercharger kit. I would rather
> leave it up to JR and Vortec who would do it better, if you can convince
> them that there is a market.
>
> By the time you add economy of scale, the home made supercharger kit will
> have less power and be more expensive than a turbo kit as well as less
> powerful.
>
> Mike
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