Twin supercharged TPI inside
#1
Supreme Member
Thread Starter
Join Date: Aug 1999
Location: sweden
Posts: 2,441
Likes: 0
Received 1 Like
on
1 Post
Car: GTA -89
Engine: Blown 415"
Transmission: 4L80E
Axle/Gears: Strange 12-bolt
Twin supercharged TPI inside
A friend has a nice "project".......
Twin supercharger, to have more boost at lower rpm's.....
Twin supercharger, to have more boost at lower rpm's.....
#4
Senior Member
Join Date: Oct 2001
Location: Stevens Point Wisconsin
Posts: 674
Likes: 0
Received 2 Likes
on
2 Posts
Car: 1991 Formula
Engine: 350 firebreathing inches of Small Block Chevrolet
Transmission: A 700R4 that has trouble handling the formentioned 350.
What does that guy do for a living? He would make a great plumber. Looks like a boost maze in there.
Later, Garrett
Later, Garrett
#7
Senior Member
Join Date: Jul 2003
Location: Texas
Posts: 729
Likes: 0
Received 0 Likes
on
0 Posts
Car: Right now 93 Lumina
Engine: 3.4 DOHC
Transmission: 4T60-E
Originally posted by Zac's92
those look like turbos that he built a pulley on the turbine end of the shaft...............
those look like turbos that he built a pulley on the turbine end of the shaft...............
Does superchargers are called centrifical superchargers they work like turbos except they use belts instead of exhaust to power the compresser
Last edited by D M N; 09-27-2003 at 01:54 PM.
Trending Topics
#8
Senior Member
Join Date: Jan 2001
Location: South NJ
Posts: 908
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Mustang GT
Engine: 302
Transmission: T5
Originally posted by D M N
Is that possible??
Does superchargers are called centrifical superchargers they work like turbos except they use belts instead of exhaust to power the compresser
Is that possible??
Does superchargers are called centrifical superchargers they work like turbos except they use belts instead of exhaust to power the compresser
#9
Member
Join Date: Nov 2001
Location: albuquerque
Posts: 333
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1992 Z28
Engine: 350 L98 w/ D-1SC
Transmission: POS 700-R4
Mother of all that is some serious plumbing!!! I thought my compartment was *tight*. Anyway whats the deal with the belt that drives it? It looks like its about a 1/2 an inch long?
#10
Member
Join Date: Apr 2000
Location: San Luis Obispo California
Posts: 278
Likes: 0
Received 2 Likes
on
1 Post
If you look closely at the pictures there is some kind of step up ratio to get the impeller to spin faster. The shaft with the pulley on it is not inline with the center of the compressor housing. there has to be a gear multiplication in there.
#11
Senior Member
Join Date: Jan 2001
Location: South NJ
Posts: 908
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Mustang GT
Engine: 302
Transmission: T5
Originally posted by Zac's92
If you look closely at the pictures there is some kind of step up ratio to get the impeller to spin faster. The shaft with the pulley on it is not inline with the center of the compressor housing. there has to be a gear multiplication in there.
If you look closely at the pictures there is some kind of step up ratio to get the impeller to spin faster. The shaft with the pulley on it is not inline with the center of the compressor housing. there has to be a gear multiplication in there.
#13
Senior Member
Join Date: Oct 2001
Location: Timrå, Sweden
Posts: 930
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1984 Corvette
Engine: Turbo 350
Transmission: 4L80E with TCI T-Com
gta324, We must have a common friend =)
Yes, those are two superchargers that he built using the compressor half of two huge turbos and the gearboxes from a electrical wheelchair. The grearbox is a step down from the electrical motor to the wheel axle, but he is running it backwards as a step up gerbox instead. The belt pulley is on the wheel axle.
If you look you will also see that he made the dump valve and fuel pressure regulator from billet aluminum. The box behind the right headlight is an air-water chargecooler that he also built.
This a few pictures I took.
(Click to enlarge)
Yes, those are two superchargers that he built using the compressor half of two huge turbos and the gearboxes from a electrical wheelchair. The grearbox is a step down from the electrical motor to the wheel axle, but he is running it backwards as a step up gerbox instead. The belt pulley is on the wheel axle.
If you look you will also see that he made the dump valve and fuel pressure regulator from billet aluminum. The box behind the right headlight is an air-water chargecooler that he also built.
This a few pictures I took.
(Click to enlarge)
Last edited by JoBy; 10-08-2003 at 05:53 AM.
#15
Senior Member
Join Date: Oct 2001
Location: Timrå, Sweden
Posts: 930
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1984 Corvette
Engine: Turbo 350
Transmission: 4L80E with TCI T-Com
He is having some problems ... He is blowing the pipes apart and the chargecooler exploded in half ... but that has been repaird and should be much stronger now.
#16
Senior Member
Join Date: May 2001
Location: San Diego
Posts: 511
Likes: 0
Received 0 Likes
on
0 Posts
that has Dick Datsun, all over it. http://www.gatorsuperchargers.com
riddle of the day:
What do you call a turbo, that is belt driven that has a step'd up drive ratio?
.
.
.
.
.
.
.
.
how about a centrifugal blower?
BW
riddle of the day:
What do you call a turbo, that is belt driven that has a step'd up drive ratio?
.
.
.
.
.
.
.
.
how about a centrifugal blower?
BW
#17
TGO Supporter
Join Date: Jul 2001
Location: Cheyenne, Wyoming
Posts: 4,991
Likes: 0
Received 1 Like
on
1 Post
Car: 1992 B4C 1LE
Engine: Proaction 412, Accel singleplane
Transmission: built 700R4 w/custom converter
Axle/Gears: stock w/later 4th gen torsen pos
OMG I didnt see that before! He has the staged! one into the other!
#18
I can imagine that some of you wonder why anyone spend time to install a 2 stage compressor under the hood.
I have since the last 4 years a homebuild single centrifugal compressor installed (se pictures above), based on a Schwitzer truck supercharger with very good result. Maximum boost with this setup is 7,5 psi at 75 000 rpm. My goal is from the beginning to see how strong an almost standard 350 TPI can be, because of the TPI intake is this engine not a high hp setup but very strong at low rpm.
355 TPI
8,5:1 CR KB pistons
Compcams camshaft (for supercharged engines)
1 5/8" headers
Saab Aero injectors and boostpump
Computer is a standard xxx165 ECM MAF rebuild to a Holden xxx808 MAP (2 bar Buick)
Techedge Wide band lambda + EGT
With the new compressor based on a KKK supercharger in serial with the Schwitzer compressor I expect to see 20 psi boost at 5500 rpm and no belt slip.
I have run this 2 stage setup for a couple of weeks and it seems to work, high average hp that suits my 2.73 rearend (except a few bugs like a exploded aftercooler). Two hours ago my th700 went to heaven, maybe time for a 4l80e.
I have since the last 4 years a homebuild single centrifugal compressor installed (se pictures above), based on a Schwitzer truck supercharger with very good result. Maximum boost with this setup is 7,5 psi at 75 000 rpm. My goal is from the beginning to see how strong an almost standard 350 TPI can be, because of the TPI intake is this engine not a high hp setup but very strong at low rpm.
355 TPI
8,5:1 CR KB pistons
Compcams camshaft (for supercharged engines)
1 5/8" headers
Saab Aero injectors and boostpump
Computer is a standard xxx165 ECM MAF rebuild to a Holden xxx808 MAP (2 bar Buick)
Techedge Wide band lambda + EGT
With the new compressor based on a KKK supercharger in serial with the Schwitzer compressor I expect to see 20 psi boost at 5500 rpm and no belt slip.
I have run this 2 stage setup for a couple of weeks and it seems to work, high average hp that suits my 2.73 rearend (except a few bugs like a exploded aftercooler). Two hours ago my th700 went to heaven, maybe time for a 4l80e.
Last edited by schwitzer; 10-09-2003 at 01:43 AM.
#19
TGO Supporter
Join Date: Jul 2001
Location: Cheyenne, Wyoming
Posts: 4,991
Likes: 0
Received 1 Like
on
1 Post
Car: 1992 B4C 1LE
Engine: Proaction 412, Accel singleplane
Transmission: built 700R4 w/custom converter
Axle/Gears: stock w/later 4th gen torsen pos
I wasnt knocking it as a matter of fact I would like to know what kind of pressures are seen between them
#21
I must correct my last reply, 20 psi of boost is what the compressors are capable to generate for the required cfm. The higher boost the better,then I can get high boost at low rpm and at 5500 rpm(engine) bleed out air to the atmosphere thru an adjustable regulator (big pressureregulator controlled by a electric solenoid) to avoid too high pressure. Maybe a turbo supercharger have been better to achieve this, but this is a more unusual solution.
Pressure between the compressors are theoretically 7,5 psi at 5500 rpm (have not been able to measure that yet) then the 2nd compressor will se higher airdensity and boost the pressure up to 18-19 psi. // Schwitzer
Pressure between the compressors are theoretically 7,5 psi at 5500 rpm (have not been able to measure that yet) then the 2nd compressor will se higher airdensity and boost the pressure up to 18-19 psi. // Schwitzer
#22
Supreme Member
iTrader: (2)
Originally posted by schwitzer
I can imagine that some of you wonder why anyone spend time to install a 2 stage compressor under the hood.
I can imagine that some of you wonder why anyone spend time to install a 2 stage compressor under the hood.
355 TPI
8,5:1 CR KB pistons
Compcams camshaft (for supercharged engines)
1 5/8" headers
Saab Aero injectors and boostpump
Computer is a standard xxx165 ECM MAF rebuild to a Holden xxx808 MAP (2 bar Buick)
8,5:1 CR KB pistons
Compcams camshaft (for supercharged engines)
1 5/8" headers
Saab Aero injectors and boostpump
Computer is a standard xxx165 ECM MAF rebuild to a Holden xxx808 MAP (2 bar Buick)
Originally posted by B4Ctom1
I wasnt knocking it as a matter of fact I would like to know what kind of pressures are seen between them
I wasnt knocking it as a matter of fact I would like to know what kind of pressures are seen between them
Huh, that raises an interesting question… what did you do for the gear box output shaft bearings, anything special? Not many bearings are rated for 75,000rpm and the setup used in turbos will not play nice with the side loads that you’d get from a gear box.
#23
Supreme Member
Thread Starter
Join Date: Aug 1999
Location: sweden
Posts: 2,441
Likes: 0
Received 1 Like
on
1 Post
Car: GTA -89
Engine: Blown 415"
Transmission: 4L80E
Axle/Gears: Strange 12-bolt
Crossfire: Go to DIY PROM board and do a search for 808 code and you will find all the info you'll need.
(MAF to MAP posts)
You could also run a 2-bar MAP with the 730ECM the same princip. But with the 808 code you can use your old 165 ECM and dont have to repin and so on.....
(MAF to MAP posts)
You could also run a 2-bar MAP with the 730ECM the same princip. But with the 808 code you can use your old 165 ECM and dont have to repin and so on.....
#24
Originally posted by 83 Crossfire TA
Makes sense to me… it’s a cool bit of “doing it your own way” mixed in with “can you make it work…”
Hum… can you elaborate on this? Are you saying that you’re running your standard 165 with a 2 bar map in the place of the maf? If so I’d love to hear details since I don’t think I’ve heard of anyone doing something like that (closest is probably converting the GN maf setup to map) and I have a car with a 165 in it that will eventually see some boost.
I’m betting (correct me if I’m wrong Schwitzer) that part of the deal is that you can’t really spin up the compressors to where they typically would spin up to driven by a turbine so the staged setup is to accommodate for the bigger compressors spinning slower. Centrifugal superchargers use the same basic layout of a turbocharger, but use compressor wheels designed especially for the lower rpm’s that they typically see.
Huh, that raises an interesting question… what did you do for the gear box output shaft bearings, anything special? Not many bearings are rated for 75,000rpm and the setup used in turbos will not play nice with the side loads that you’d get from a gear box.
Makes sense to me… it’s a cool bit of “doing it your own way” mixed in with “can you make it work…”
Hum… can you elaborate on this? Are you saying that you’re running your standard 165 with a 2 bar map in the place of the maf? If so I’d love to hear details since I don’t think I’ve heard of anyone doing something like that (closest is probably converting the GN maf setup to map) and I have a car with a 165 in it that will eventually see some boost.
I’m betting (correct me if I’m wrong Schwitzer) that part of the deal is that you can’t really spin up the compressors to where they typically would spin up to driven by a turbine so the staged setup is to accommodate for the bigger compressors spinning slower. Centrifugal superchargers use the same basic layout of a turbocharger, but use compressor wheels designed especially for the lower rpm’s that they typically see.
Huh, that raises an interesting question… what did you do for the gear box output shaft bearings, anything special? Not many bearings are rated for 75,000rpm and the setup used in turbos will not play nice with the side loads that you’d get from a gear box.
The biggest problem from beginning is bearings and output shaft, outputshaft must be as short as possible and the bearings must have large clearence (gap between moving parts).
Today I use 6202 ZTBH C3 bearings rated only 40 000 rpm, they can stand one season and are cheap (20$ each).
Yes I use my old 165 MAF with 2 bar MAP, it works fine. Some cables must be relocated and some tables must be rescaled but this is simple. You will also lose your knockretard, in my opinion they have too many false signals especially when using a colder thermostat (more noise from engine). Instead I uses a medical stetoscope bolted beside knocksensor, then I can hear pinging with my ears. Have also connect ESC module to a LED for visual control.
// Kristian
sorry for my school english
#25
Member
Join Date: Mar 2003
Location: Fyffe/Rainsville, Alabama
Posts: 257
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1986 IROC-Z, 1990 RS
Engine: 383 Stroker TPI, 350 About To Go In
Transmission: 700R4 W/ Shift Kit And Stall, 700R4 W/ Shift Kit
Okay, Obviously a plumer can't polish....
All that wonderful motor and that TPI ain't shiney?
WTF is up with that?
To the owner nice...very nice....but polish the plenum and runners please.
:hail:*DROOL*:hail:
Sorry I'm a nit picker
All that wonderful motor and that TPI ain't shiney?
WTF is up with that?
To the owner nice...very nice....but polish the plenum and runners please.
:hail:*DROOL*:hail:
Sorry I'm a nit picker
#26
Originally posted by AlabamaThunder
Okay, Obviously a plumer can't polish....
All that wonderful motor and that TPI ain't shiney?
WTF is up with that?
To the owner nice...very nice....but polish the plenum and runners please.
:hail:*DROOL*:hail:
Sorry I'm a nit picker
Okay, Obviously a plumer can't polish....
All that wonderful motor and that TPI ain't shiney?
WTF is up with that?
To the owner nice...very nice....but polish the plenum and runners please.
:hail:*DROOL*:hail:
Sorry I'm a nit picker
// Kristian
#27
Supreme Member
Join Date: Jul 1999
Location: Indianapolis, IN
Posts: 1,827
Likes: 0
Received 1 Like
on
1 Post
Car: 2000 Trans Am
Engine: LS1
Transmission: T56
kristian, if I were a betting man, Id bet that polishing wouldnt hurt the cooling much in this case. LOL
either way, looks damn nice to me!!
either way, looks damn nice to me!!
Thread
Thread Starter
Forum
Replies
Last Post
toronto formula
Engine/Drivetrain/Suspension Parts for Sale
15
11-10-2015 06:17 AM
Iroc8t8
TPI
43
08-26-2015 08:14 AM
Sanjay
Engine/Drivetrain/Suspension Parts for Sale
1
08-12-2015 03:41 PM