i have an idea
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i have an idea
hi.. i was wondering if any one makes a supercharger like vortex style that the pulley has an electric clutch like the ac.. that way you can only have the extra power when you need it.. i guess you could say its like nitrous with out all the hoses and refills right.. does anyone think it can be do.. or am i just crazy.. thanks
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supercharger clutch
Mercedes uses an Eaton M45 supercharger with an electric clutch. It's used on the 2.3L 6-cylinder.
Tuning would be accomplished by using a switcher,like a Moates GP3. Have one bin for N/A and one for boost. Just switch bins when you hit the switch for the blower.
Tuning would be accomplished by using a switcher,like a Moates GP3. Have one bin for N/A and one for boost. Just switch bins when you hit the switch for the blower.
Last edited by skidude; May 5, 2006 at 11:59 PM.
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Why? And I mean that in every way…
Centrifugal blowers will only make boost up top and only when you’re “in it” so I don’t see why there would be a point to disabling them at lower RPM’s. I barely see the point on something positive displacement like an eaton, especially if it has a operating bypass valve like most do, and if you’re not “in it” the blower is doing not much of anything with the valve open.
Basically, you already have a way of telling it that you need the extra power when you need it… your right foot, learn to use it.
Secondly, tuning shouldn’t be an issue at all… if you did get this working and say you could be at 5K rpm without boost and at 5Krpm with boost you’d be in a completely different place on the fuel and spark tables in both cases and you’d have discrete values for both, there is no reason to switch bins or do anything elaborite, as long as you have some way of actually telling the difference (a 2 or 3 bar map or a maf sensor that can accurately measure the actual airflow even under boost…)
Centrifugal blowers will only make boost up top and only when you’re “in it” so I don’t see why there would be a point to disabling them at lower RPM’s. I barely see the point on something positive displacement like an eaton, especially if it has a operating bypass valve like most do, and if you’re not “in it” the blower is doing not much of anything with the valve open.
Basically, you already have a way of telling it that you need the extra power when you need it… your right foot, learn to use it.
Secondly, tuning shouldn’t be an issue at all… if you did get this working and say you could be at 5K rpm without boost and at 5Krpm with boost you’d be in a completely different place on the fuel and spark tables in both cases and you’d have discrete values for both, there is no reason to switch bins or do anything elaborite, as long as you have some way of actually telling the difference (a 2 or 3 bar map or a maf sensor that can accurately measure the actual airflow even under boost…)
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