-
Ahhh... but on a more articulate and technical note: There IS a point where the supercharger can't keep up with the engine; if you read back on this thread, I mention moving this thing around about half a dozen times. The placement had a definite effect on what point this happened. I tuned it by taking times; there were some arrangements where it went faster 0-40, then had no acceleration. It was obviously restricted, and my 0-60 time dropped. It's been through trial and error with the placement of the completed design that got me where it's at now... with the supercharger on, it provides a noticeable boost up to about 60mph. And then, yes, you can tell it becomes restrictive. BUT! In the GA Projects design, it attaches the switch to the throttle quadrant, so it's always on at WOT (wide open throttle). This would not be good, for the above reason. The way I got mine set up, and the way I'd recommend doing it for anyone daring enough to take on this project, is with an independent on/off switch. It stays on when you shift, providing a little extra kick after every shift, and you can turn it off as soon as you hit 60ish. The way mine's set up, it functions as a short RAM intake when it's off, so acceleration past 60 is still fast and smooth... :)
-
How long do u think it takes to notice that you've reach 60mph. Then to take a time reading. There's alot of fudge room there. Are you using the same huge fan in all those website pics? What are the specs? Cfm, rpm, weight, etc. I am up for a good challenge of actually using math to evaluate this thing
-
That statement shows a certain amount of absurdity for two reasons:
1. You act like this thing came out of a box. I don't have the specs for the fan I started with, and if I did, it wouldn't matter. The cfm output changes with the construction of the supercharger casing; and again when an impellor blade and diffuser is employed. They would change again when the baffle is added and the vent holes in the fan sealed, preventing any air from escaping out the backside. When another 12 volts is added, the cfm as well as the rpm changes. To get those specs, you'd have to hook up the completed supercharger to whatever reads those things.
2. Say you got those specs; placement, as before mentioned, is crucial. Whatever the cfm output, if you stuff it in a corner where it can't get as much air as it's capable of moving, performance will suffer, as I've experienced. Also, the type of ducting (straight pipe ---> ribbed flexi-ducting) and amount of ducting is going to have an effect on the delivery of the air to the engine. Furthermore, the air pulled by the engine varies with load. It's easier to just hook it up to your car, play with it, and find the least restrictive setup, and then you can easily tell when the supercharger can't keep up with the engine. When acceleration STOPS. As I said earlier. And then you just turn it off. :D
Weight is probably 5 lbs... 6 with the extra battery, maybe.
I am evaluating and reporting the effects of it actually hooked up to a car; more specifically, an Aveo. If you want the CFM and all that, build one and crunch the numbers yourself; it wasn't that hard to build. And anyone who would like a more credible evaluation of the performance with this thing hooked up, check back! :) I'll post track tickets as hunter suggested, and beyond that, I am planning to take video; side by side performance test on and off. And at some point, I'll hook up a boost gauge, just to satisfy my own curiousity; I'll post the readings here, of course! That should provide a much better evaluation than numbers, and eliminate any room for debate; I have MUCH better things to do. ;)
-
Ya know I have a leaf blower at home lol and power inverter!!!! maybe after my power chip comes in and the mas wont choke me out I'll get REAL creative! LOL
-
-
-
Hahaha.... I said it before on this thread, and I'll say it again: LEAFBLOWER!!!!!!!!!!!!! ;D (as mentioned earlier, the test in my house with only 12 volts blew newspaper across the room and held it up against the wall OFF THE GROUND 4-5 feet away; with 24 [or imagine 36 volts!] the supercharger I constructed is probably comparable to the power of a leafblower. ; )
P.S.-Thanks for the reminder, rabbit! ;) The DIY tuning software I got (see other thread DIY tuning software :p ) has a dynamometer funtion (along with fuel management, ignition timing, etc.) This should provide a VERY good test of the supercharger's power... once I figure out how to use it (the software, that is ; )
-
-
Hmmm... for extra cooling? Colder air is not really an issue right now, as it's been staying in the 30's... in the summertime, it may be a different story; might provide some benefit, but it'd be a pain to keep getting it... with the tuning software, I'll be able to add fuel/retard ignition timing to avoid engine knocking if that becomes an issue in the warmer weather with another 12 volts added...
-
Lol, i was just trolling off the leaf blower. I know dry ice's benefits are only for colder air.
