Peter,

Nice number. Do u have any picture of the raising pressure regulator? If you do, please post.

 

Pete,

Thanks for the update. Great to see good things out of this. What octane do you all run over there?

So everything is stock on his car? Plugs, injectors, etc? Thats awsome. What regulator is he running?




On a side note, does anyone know if anyone has installed an external (not in-tank) fuel pump on the SC4. I have always been told that the SC has an internal pump, just curious.


Keith

 

Keith,
Yes the SC400 has an internal fuel pump that delivers 45-50 lbs. of pressure.
Oh yeah how's the headers and exhaust system going?

 

I would imagine he is using one of our "high octane" fuels.. for reference, their octane ratings are:

Shell Optimax:
RON 98
MON 86 min.
R+M/2 92 min.

Mobil 8000
RON 98
MON 87 min.
R+M/2 92.5 min.


America uses the R+M/2 rating. We have really crap fuel over here, unless you add some av gas (+50% $$). I hear its octane is like 110+ RON or something!

 

Andy got it from the USA, Magnuson. He mounted it near the fuel lines in engine bay, battery side. Don't have a pic yet.

The M90 Eaton with a bypass valve is similar to this one:
http://www.myhps.com/hpssuper.html

If all fits under the bonnet no sweat. The standard ECU is ok with the 40 % power hike after a couple of days of "learning" - now there's a black art.

The stock injectors while small (250 odd) are batch fired, not individually fired (this is standard). That means they fire when the intake is closed to keep it wet and help prevent buildup of deposits. And since there are eight of them instead of 6 they seem to cope ok.

The current Jaguar XKR supercharged V8 has the same rear wheel power as Andy's V8 at the moment - we had our dyno day at a jag place and they told us the XKR also gets 170 odd rwkw.

The MP112 used in the 4.2 litre jag and 4.6 litre Mustang would not be a better option in the SC400.

The factory installation of the MP112 on these cars is on a low compression engine with intercooling.

With a non-intercooled high compression SC400, 6 psi is close to the limit for long term hassle free power with minimum cost - this is the best bang for buck.

No other supercharger can deliver 6 psi as efficently as the M90 series Eaton. You get 6 psi just about from idle, it is more efficient and has less drag than the larger MP112.

Fitting the MP112 in place of the M90 series means a heavier lump on top, greater drag on the motor, less efficient boost and full boost coming in later.

Andy is fitting water injection next weekend and a 6 psi pulley- he has a modified ECU in at the moment with different maps and rev limit of 7500 rpm - lets the car wind out to a fraction under 170 mph - I know this is faster than we will ever need but makes great beer talk doesn't it?

If I was going to pull the motor, fit new dished pistons (cost about $2000 Aud from US) to get compression down to say 9:1, get some sort of intercooling going then an MP112 with more boost would be attractive.

But for bolt on reliable power the M90 (with a bypass) is hard to beat.

And yes there is a tyre wear problem (if you can call it that!). Because it is a positive displacement blower, there is no lag, no waiting then bam, no build up of power. You get BAM straight off the line all the way to redline. It still has that nice naturally aspirated engine braking and linear power delivery - no coming on boost, falling off boost constant throttle/ part throttle of the turbo motor - it's no big deal - just a different feel.

There was a Vortech centrifugal blower on a 1UZ-FE at the dyno day as well - at 6 psi, no intercooling and custom ECU it also pushed out 170 rwkW. Was pretty noisy actually - you could here the Vortech working away - the Eaton was silent in comparison.
The Vortech was purchased 2nd hand from the states for $1600 Aud. On this custom car it was an easier looking fit than on an SC4000 not so much stuff in the way such as a VAF.

Andy's car started with 120 rwkw (160hp) with stock headers, cams and airbox. My car on same dyno with BFI, modded exhaust cams and headers pulled 145 rwkw (195hp). So let's say I got a 40% power hike - that puts me up around the 200 rwkW (270hp at the wheels) mark - now that would be very nice! Here's hoping.....

 

Peter.. any news on the dyno numbers from the guy's car with the TT 1UZ in the old Celica??

Any idea if there would be any problems changing the 1UZ to sequential injection instead of batch?

 

This is my LS400 TT. I am running 8 psi right now with alcohol injection comes in at 7 psi. No intercooler. The car pulls very hard at 3k and above. I am running stock fuel (stock injectors, stock regulator, stock fuel pump) All I have is just an Apexi S-AFC. It seem to run find with it. I redline my car yesterday during a test run. The car pulls strong even with WOT.

 

More pic

 

5 prototype kits with sand cast manifolds and throttle body connectors are going ahead. I get mine end of March.
Supercharger is responding well to the MiNes ECU - more mid range punch, better off the line - not a lot of difference up top.
Next weekend is water injection and more dyno time.

Miles last I heard Jamie had blown up another gearbox on his TT V8 Celica and was fitting an auto - I don't have power figures.
Changing to sequential would require custom ECM, wouldn't work with stock injectors - not much benefit.

 

How many psi was Miles runing on the V8 TT? I have heard that he ran 20 psi on stock motor. Is that true?

 

I don't think it was Miles that has the V8TT. I believe it's a guy down here called Jamie, who runs 2 Skyline turbos at about 15psi on a ported head with stock bottom end. As far as I know, he got to about 350rwhp, which seems awfully low for that amount of boost. I have heard of others getting to 500rwhp with a thicker headgasket as their only engine work.

UZZ32: why would changing to sequential injection rule out using stock injectors? From his earlier posts, I think Miles is looking at changing to a MOTEC, and changing the injectors anyway. Miles? You out there?

You guys should look at the Bullet MX5 based car - they are supercharging the 1UZFE already. Maybe they could do kits for Soarers? Or at least help you guys out.

 

15 psi for 350 rwhp is very low. I talked to Chris Nun (V8huntr). He gets 350 rwhp with 4 psi. I am getting 324.5 rwhp with 8 psi.

 

Here is some more good reading - lots of info about the Eaton M90 supercharger that Andy is using. Last dyno he had:
-with catback exhaust
- BFI
- no intercooling
- no water injection
- 5 psi
saw extra 80 rwhp

http://home.att.net/~jroal/

Jim Roal's homepage - lots of supercharger advice. It will take some time to read it all.

http://home.att.net/~jroal/qanda.html#Q1
Supercharger FAQ - gold!

http://home.att.net/~jroal/repair.html
You can't tune up an SC - change plugs and filters and oil, troubleshoot and parts change for fault.

http://www.allenengine.com/faq-021016.html
Supercharge FAQ from Allen engineering. EG why an smaller M90 rather than the larger M112 ?
Wish there was a kit like this for the SC - cheap too.

http://www.allenengine.com/header5.html
A look at the M90 Eaton

http://www.allenengine.com/blowerpge.html
Allen superchargers - the best kits

http://www.thrashercharged.com/l67_htm/intercooler.shtm

http://www.thrashercharged.com/l67_htm/new_cooler.shtm

A look at intercooling for the M90 - won't fit under the SC bonnet (you guys call it the hood?, we say boot and you say trunk - I know there is a million other things we say differently too!)

http://www.zzperformance.com/zzp/pro...ntercooler.htm

http://www.zzperformance.com/zzp/pro...arger_port.htm

http://www.zzperformance.com/zzp/inf...werporting.htm
I though this was interesting - looking at getting more flow from an M90.

http://www.boosthead.com/probemazda.html
quote:
I recommend the Eaton SC supercharger system for automatic trans cars, as it gives instant boost. The MX6 and 626 have less clearance for the driveshaft system used on the Vortech/Paxton kits, so the Eaton or SSST is preferred for them. The Vortech/Paxton superchargers and SSST turbo are better suited for the Probe GT 5-speed cars, although an Eaton SC can be used. The Probe requires minor A/C dryer mods for the Eaton to fit. The turbo will make more power at extremely high boost levels--above 15 psi--but up to that point both SC and turbo work equally well.

Nothing to do with an SC but still interesting.

Andy is using a Terracharger - an Eaton M90 made under licence in Australia - I have only heard good things about them. Kit includes a bypass valve. Terra charger is easier to mount with through bolts.
I hope to have a prototype kit end of March - will get it polished up first I think.
The Eaton on an SC gives same peak power as mild LS1 5.7 litre engine with more torque off the line.
I'm tempted to up the boost and water inject mine - see what can get out of it.
Andy is more the careful long term reliability sort of bloke - he is more concerned about detonation and having a reliable liveable daily driver.

 

Nice post Peter.

I am going to add it to our stick about FAQ's....

MW

 

Hello Pete,

I have a Methanol injection system now and i have tried water too. Water will provide the cooling factor, but you will loss HP, because gas and water doesnt mix. I can feel a different between no injection, water injection, gasoline injection and denature alcohol injection.

This is what i concluded:

water injection = worst than without injection
no injection = better
gasoline injection = much better
denature alcohol = much much better
Methanol = best.

The above are just subjection result i have experienced. I should dyno my car with each type of injection. The type of chemical i feel the most powerful is still denature alcohol. Right now i have not have chance to get methanol, because a local chemical store cell it 50 gallons at one time. That is too much for me.

My advice is to run the last two chemicals would give you a lot of hp.

david