To be honest I didn't do ME at UWM. I actually went to a tech school so far for my bachlors in ME and am transfering to UW Madison or MSOE next semester. I also work full time in manufacturing though so I have tons of on the job experience with things far more complex then this.

 

And I perfer Solidworks over Pro-E. While each has their own purpose I just think that solidworks is more user friendly. I have both on my laptop however.

 

There will be an update on this project early next week including more in depth description of the entire project including intake manifold modification and some finalized 3D solids of the hub and shell along with the entire assembly.

I will also post some info about the fuel system that I will be using and what parts I still need to get.

 

+1 many tests have been done to tell boost (for belt strength requirements) vs. slippage on roots style blowers, but almost none has been done on centrifical blowers. i even talked with ati and they had not done such testing a couple years back. i do know as a rule of thumb, 10psi on a 6-71 jimmy roots style will take 50hp to run. the centrificals though are a little more effiecient, and will require a bit less. the key is not really accel, but deccel. to get all the parts to stop (partially due to the reverse spin seen by the tensioners). what you need to look at when using a ribbed pulley is the belt contact on the pulley. the more surface area you can get on the pulley, the better the holding power.
good luck with the project man, looks like you have done a good amount of research.

 

What Ive found is that there will be a point [ psi level ] where your serp belt will slip . The more surface area you can get on the pulley , the more psi you [ SHOULD ] be able to achieve . But it will never hold to a point where any real big gains will be had . On the stock set up , with the T-trim blower . I was able to get to 13psi and the serp belt would slip . I inlarged the IC pipes to 3 inches and got a IC that flows much more air . I found I was able to get to 13psi sooner [ 5900rpm instead of 6300rpm ] but the serp belt would slip-grab-slip-grab . Now if I went to a 10 rib and was able to get the belt to grab more surface area . I think I could have increaded boost , but by how much ? I dont know . The ATI system seems [ with shorter serp belt and cog belt ] can get to around 15psi . I think you wil be limited to around the same psi . I also dont see the stock Vortech V2 blower being able to achieve 500whp on this small of a motor . On a bigger V8 or maybe a QV stroked yes it could .

I'll be installing the all cog belt system I bought from DSportG35 this spring . Im not try to make huge numbers with it . But I would just like to build boost to redline with out the belt slipping . I feel this is the only way possible to build boost past 15psi

 

^^^^
The only issue I see with this is that you are looking at the serpentine belt alone to come to your statement. That is at least if you are referring to manifold pressure as 13psi.

See if you have 4 90degree bends in the syste, that should equal about 4psi of pressure lost (bought 1psi per degree). Therefor if you are hitting 13psi in the manifold your SC is running 17psi. So if I can create a system with only 1 or 2 psi worth of pressure loss that means I will have a higher manifold pressure than the Vortech kit at the same RPM of the supercharger. I would be willing to be that there may be as much as 5 or 6psi of pressure loss on the vortech kit. There is just so much piping and so many bends. I could be wrong though.

 

The other thing to consider is that there are many roots style blowers that run 10-ribs without issue and a positive displacement SC require much more torque to get it going than a centrifigul so 15psi is not always 15psi in regards to SC's.

 

Looks like a great project. I am currently a ME student at NCSU and solidworks is my friend

 

Well I hope Im wrong . But what you just described is what my intent was by going to 3 inch pipe and a bigger IC . To free up the air flow . I did that but the SC still slipped at the same psi level . It was just sooner in the rpm range . Either way I'll be watching this thread to see how it plays out for you .
Once that belt starts to slip . It makes it impossible to get a good tune on it . Boost goes up and down -up and down . From 6000rpm till redline, and I see boost anywhere from 13 to 14.9 psi
Good Luck ..keep us informed

 

Could be a visual thing, but the compressor appears to be located extremely low for a supercharger and possibly effect the efficiency of the compressor. I've never had it so low before. Apart from the blower being located closer to the intercooler, what would the possible benefits be by having it cramped between the intercooler/radiator & block?

G
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cool, subscribing

 

The picture is just for a visual as the SC is just resting on the sway bar. LOL.

The location of the blower can not have a negative impact on it's effeciency other than heat soak or piping routing due to the location.

My SC will be slighlty higher than in the photo as I will actually have it on the bracket instead of the sway bar obviosly. The bracket will actually have a heat sheild on it (sheet metal) in order to prevent 99% of the heat transfer that could possibly occur from the headers. Just based on heat transfer, I would think that this location would be better than the stock Vortech and ATI locations as they are up near the hood where heat rises to and soaks.

The other improvement that I will have is that I will be running a standalone lubrication system similar to the ATI but external (oil reservoir and electric constant duty pump). This alone will reduce heat quite a bit since I am not going to use oil from the engine. I will have to use a lighter weight oil but that is ok with me.

I know that the location is ok because we (928 Motorsports) currently have our car setup with a Powerdyne BD11 un the same location on the other side of the engine and we make 500 whp. The thing about that is even though it is a higher displacement motor it has the SC flipped around so the airfilter is below the headers which is obviously a horibble location to have it. Plus it uses motor oil for lubrication.

By doing so I am allowing myself to use one shorter belt to the crank pulley which should help eliminate slip or at least reduce it until higher power levels. Plus the piping routing will be so much shorter. I could easily do a Vmount or a two 90degree bend FMIC but I want to try a air-to-water since I have some good hookups and my employer does business with Garhart (head engineer) of Bell Intercoolers which will be beneficial to me for getting the most effecient intercooler design. The way I look at it is that with an SC it will not be as crutial to have extreme cooling because I won't have the added heat of the turbos and less backpressure too. For this reason I should be able to run a narrower two core radiator which should still be more effecient than the stock radiator which many people are still using up to 500whp.

 

While what you did was correct. The main reason was to allow the SC to not have to work so hard to push air through the system. This does not necessarily relate to pressure drop due to piping design and routing. What you did I would think was more related to the headunit working easier than reducing pressure drop (while it still did reduce it because the same CFM will flow easier through a 3" than a 2.75" bend).

 

I see it as doing basicly the same thing , but your taking it several steps more . And by putting the blower closer to the crank pulley [ shorter belt ] should help with belt slippage . Anything you can do to reduce bends, length , IC preasure drop , will free up the blower to run easier

 

Exactly!

 

Machined my intake manifold today! Did a couple little things to it to free up some air flow and equalize the air flow to the front cylinders. Next week I get some nice pieces welded into the holes I made and into the PCV area along with a new set of bolts to help reduce some turbulance.

Pictures will be posted in the update at the end of the week.

Still waiting on my material for the crank pulley hub and working in mastercam to get the program written.

 

Just a small update but my material finally shipped out for the crank hub and should be here this week and I may be able to machine the hub next week or the following assuming I have the tooling I need.

I finished the majority of the programming today and just have to finish the little tweeks that are necessary such as speeds and feeds but it is basically ready to be made as soon as the metal arrives!

The majority of the work is done on the intake manifold but if time permits this spring I will be making a whole new intake manifold (will not be ITB's) and I found an interesting way to make it so that the main attachment bolts are completely hidden and therefore do not obstruct airflow. Should be quite nice!

I will try posting a entire new update tonight with lots of pictures, progress, and a list of things that I have and still need to buy.

Thanks for the patience everyone!

 

Wow, sounds like you are doing a lot of things. Good luck. There's a lot of really interesting projects youve got going on.

 

In regards to the ITB's it is not entirely a project yet as I am still researching feasability. While I have found it to be completely feasible I have not found it to be completely feasible in the design that I want...yet.

However, I think that this intake manifold project will be a definite go even though I am modifying my stock one also. I have a feeling that I will finish the stock one and then use it NA for a while and see what it does to my A/F.

 

And the funny thing is that this doesn't even include my Nitro RC projects I do for fun.

I am switching my HPI RS4 3 Evo over to a RWD twin motor drag car right now with massice weight reduction for fun.