OP
OP
Anonymous
Guest
Daz
Currently reading:
Found this, possible HGT Supercharger.
Daz
OP
OP
Anonymous
Guest
Some guy is currently fitting one to an Alfa 145, i will wait to how his turns out...
There seems to be plenty of these Superchargers about really cheap, mainly from mini's.
http://www.alfa145.com/forum/index.php?showtopic=64&st=0
Daz
There seems to be plenty of these Superchargers about really cheap, mainly from mini's.
http://www.alfa145.com/forum/index.php?showtopic=64&st=0
Daz
OP
OP
Anonymous
Guest
Oh dear, i've just seen one for sale for £140!
Seriously now, what else would i need to do...
I know i'll need to get a chip...
Piping wouldn't be a problem.
What about injectors, manifold, compression?
Going by the measurements it will fit with a bit of fiddling.
Daz
Seriously now, what else would i need to do...
I know i'll need to get a chip...
Piping wouldn't be a problem.
What about injectors, manifold, compression?
Going by the measurements it will fit with a bit of fiddling.
Daz
A
Allan Wall
Guest
re
i have a arb off a dedra turbo, is thicker than the bravo/a one and thicker than the eibach one i believe?
i have a arb off a dedra turbo, is thicker than the bravo/a one and thicker than the eibach one i believe?
T
Tom
Guest
Re: re
Rear ARB?
Rear ARB?
P
Paul R
Guest
Re: re
by the time you get it all in a running daz i am sure the bill will be well above the cost of a 20vt still!
Paul R
by the time you get it all in a running daz i am sure the bill will be well above the cost of a 20vt still!
Paul R
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PAul R
Guest
Re: re
it would be quicker though as it will spin up with the engine! so you wont have as much lag!!! hummmmmmmm....once you have done your research daz be sure to let me know and i will do the same if it works out chesp...although you are talking easily £500 just to set the ECU up!
Paul R
it would be quicker though as it will spin up with the engine! so you wont have as much lag!!! hummmmmmmm....once you have done your research daz be sure to let me know and i will do the same if it works out chesp...although you are talking easily £500 just to set the ECU up!
Paul R
T
Tom
Guest
Re: re
The M45 would overheat quickly if you wanted proper boost, its really only useful giving a small kick and some more torque on such a large engine.
The M45 would overheat quickly if you wanted proper boost, its really only useful giving a small kick and some more torque on such a large engine.
OP
OP
Anonymous
Guest
Re: re
@ Paul R - I have around half the cash put aside for a chip already as i was planning to get one to complement the cams.
@ Tom - I would be only looking for a 25% increase, which in theory is less than the 30-50% increase stated...(around 200bhp)
As for it costing the same a 20vt, which the best i have been quoted is about £1400 (with me supplying the engine), i think i could get it supercharged for
@ Paul R - I have around half the cash put aside for a chip already as i was planning to get one to complement the cams.
@ Tom - I would be only looking for a 25% increase, which in theory is less than the 30-50% increase stated...(around 200bhp)
As for it costing the same a 20vt, which the best i have been quoted is about £1400 (with me supplying the engine), i think i could get it supercharged for
A
Allan Wall
Guest
re
oh, didnt read properly, i only have the front one, but i'm suyre they said rear woudl go on too? not sure if it was thicker still though?
oh, didnt read properly, i only have the front one, but i'm suyre they said rear woudl go on too? not sure if it was thicker still though?
B
Ben
Guest
Re: re
10.7:1 on a mk2, dont know if they changed it or not from the mk1.
10.7:1 on a mk2, dont know if they changed it or not from the mk1.
T
Tom
Guest
Re: re
HGT will be about 10:1.
Charger £150
intercooler £200-300?
unichip + fitting £400
tuning £LOTS
pipework £lotsnlots
As we don't live in a very hot climate you might be able to get away with a water/air intercooler. Much easier to fit and work better that air/air ICs but they do load up the engine cooling system.
HGT will be about 10:1.
Charger £150
intercooler £200-300?
unichip + fitting £400
tuning £LOTS
pipework £lotsnlots
As we don't live in a very hot climate you might be able to get away with a water/air intercooler. Much easier to fit and work better that air/air ICs but they do load up the engine cooling system.
OP
OP
Anonymous
Guest
s'charger
plus low compression pistons preferably of the forged variety, otherwise detonation will destroy the engine and at best the head gasket.
s'chargers tend to be very sensitive to back pressure so idealy will need a 4-1 mainfold exhaust with long primaries and straight through low back pressure silencers. engine needs to be fully blueprinted and mapped. how deep are your pockets?
plus low compression pistons preferably of the forged variety, otherwise detonation will destroy the engine and at best the head gasket.
s'chargers tend to be very sensitive to back pressure so idealy will need a 4-1 mainfold exhaust with long primaries and straight through low back pressure silencers. engine needs to be fully blueprinted and mapped. how deep are your pockets?
OP
OP
Anonymous
Guest
Re: re
With the intercooler, what size will i need?
My mate has a new intercooler off an Escort RS turbo in his shed, would this be too small? Its only about 6"x12" and have no clue on what type and where it fits in the system. I presume it gets pumped round by the SC...
Pipework: As far as i know its only Filter to the SC, then SC to throttle body?
If so i reckon i could get that for around £100 from Pro-speed in Cardiff. (They do SS pipe that fits the HGT - As i found out this afternoon)
Daz
With the intercooler, what size will i need?
My mate has a new intercooler off an Escort RS turbo in his shed, would this be too small? Its only about 6"x12" and have no clue on what type and where it fits in the system. I presume it gets pumped round by the SC...
Pipework: As far as i know its only Filter to the SC, then SC to throttle body?
If so i reckon i could get that for around £100 from Pro-speed in Cardiff. (They do SS pipe that fits the HGT - As i found out this afternoon
)Daz
T
Tom (the imposter)
Guest
Re: re
A few modern petrol combustion basics....
I understand that the optimum compression ratio is somewhere in the region of 13:1.
The more you approach that optimum figure, the more rugged the engine and its parts need to be? Needless to say, the question of mechanical reliability and mass produced part engineering tolerances start to creep in?
All these reliability charts and reports that circulate, the buzzwords in the Joe Schmoe press are reliability and safety.
Can anyone comment if the reported overall improvements in engine reliability are due to manufacturers decreasing the compression ratio of their engine designs or is it that better manufacturing processes allow for a higher quality of parts and assembly?
Turbo & Superchargers:
With forced induction, it's just a case of forcing more air into the engine during the filling of the chamber and also getting rid of the burnt charge during the exhaust cycle?
If the ECU has been coded to measure all parameters of the engine's operation, does a forced induction just provide better operating conditions?
In standard guise, does the ECU just try to make the best of whatever the combustion conditions.
I guess the question is if money was spent developing better ECU programmes could you achieve nearly the same results. Do the limits lie in the mechanics or in the quality of the electronic subsystems?
So in summary, the overall increase in BHP per litre has been permitted by electronics or better manufacturing and materials?
A few modern petrol combustion basics....
I understand that the optimum compression ratio is somewhere in the region of 13:1.
The more you approach that optimum figure, the more rugged the engine and its parts need to be? Needless to say, the question of mechanical reliability and mass produced part engineering tolerances start to creep in?
All these reliability charts and reports that circulate, the buzzwords in the Joe Schmoe press are reliability and safety.
Can anyone comment if the reported overall improvements in engine reliability are due to manufacturers decreasing the compression ratio of their engine designs or is it that better manufacturing processes allow for a higher quality of parts and assembly?
Turbo & Superchargers:
With forced induction, it's just a case of forcing more air into the engine during the filling of the chamber and also getting rid of the burnt charge during the exhaust cycle?
If the ECU has been coded to measure all parameters of the engine's operation, does a forced induction just provide better operating conditions?
In standard guise, does the ECU just try to make the best of whatever the combustion conditions.
I guess the question is if money was spent developing better ECU programmes could you achieve nearly the same results. Do the limits lie in the mechanics or in the quality of the electronic subsystems?
So in summary, the overall increase in BHP per litre has been permitted by electronics or better manufacturing and materials?
OP
OP
Anonymous
Guest
Re: re
This is the intercooler he has...
Daz
This is the intercooler he has...
Daz
T
Tom
Guest
Re: s'charger
Anon, what shite are you talking?! Exhaust back pressure does not affect superchargers and do you even know what blueprinting is? Do you know what to do to 'blueprint' an engine? How is a 'blueprinted' engine better?
Tom (imposter), compression ratio affects different parts of the rev range. On a N/A car the volumetric efficenency changes with revs so the CR changes. Lower CR can give better torque. Higher CR gives better top end. (very roughly speaking)
Also the pressure caused by the compression is truly **** all compared to combustion pressure. A good couple of 1000psi is created at combustion. N/A engines have been anywhere from 8:1 to 11:1 for decades. My very first car, a mini 998, was 10.3:1. My '72 MG is 10.5:! (although probably closer to 11:1 now)
The big danger is running lean. Lean = VERY hot, very hot = melty engine innards and thats bad.
Anon, what shite are you talking?! Exhaust back pressure does not affect superchargers and do you even know what blueprinting is? Do you know what to do to 'blueprint' an engine? How is a 'blueprinted' engine better?
Tom (imposter), compression ratio affects different parts of the rev range. On a N/A car the volumetric efficenency changes with revs so the CR changes. Lower CR can give better torque. Higher CR gives better top end. (very roughly speaking)
Also the pressure caused by the compression is truly **** all compared to combustion pressure. A good couple of 1000psi is created at combustion. N/A engines have been anywhere from 8:1 to 11:1 for decades. My very first car, a mini 998, was 10.3:1. My '72 MG is 10.5:! (although probably closer to 11:1 now)
The big danger is running lean. Lean = VERY hot, very hot = melty engine innards and thats bad.
J
JonBoy
Guest
Re: s'charger
Age/wear increases compression ratio?
No comprende, could you explain please.
Age/wear increases compression ratio?
No comprende, could you explain please.