Camaro_Muncher

Wow didn't know you were on the 'list man. I've read all 60 pages on the mazda forum...

Brian 944

Dude. Rennlist... The End-All Be All To P-Car Technology..

I had to join..

GodSpeed

Brain, Im in the process of gathering parts for my own supercharger project. I was hoping you would help me with a couple things. First, are you going to use any special ignition control? and second, what are you using for fuel management? Fuel management systems are something that i really know nothing about and im looking for the best options. thanks

ibkevin

That's no $hit! I skipped through most of the mid posts but after reading you're opening, and recognized you right away.

Good to have you onboard buddy !

Brian 944

The Pulley has been seleced to output only 5 Psi at 6500 RPM, the fuel in this case is being "Controlled" (If you can call it that) with an FMU, A rising Rate Regulator.

Timing is not really important unless you are talking some major boost.

I think that you are thinking about Boost Retard Modules.

They are easily put on more modern cars, but this has a Dist Cap style ignition, either it fires or it doesn't. The only way would be to change the timing overall.

Camaro_Muncher

Someone NEEDS to do a detailed write up for a centrifigal supercharger.

Brian 944

^^ They do not offer the best FI methods.
A Centerfugal Supercharger combines the negaitve qualities of both a Turbo and a Supercharger. They are the least capable at making good boost pressure but are effecient at low pressure applications. They make heat like a turbo but Rob Horsepower like a supercharger. So that makes them...Moderately desireable for big horsepower. More for minor power adding.


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From.. http://en.wikipedia.org/wiki/Centrifugal_supercharger

The centrifugal type supercharger is practically identical in operation to a turbocharger, with the exception that instead of exhaust gases driving an impeller, there is only a compressor housing, and that is driven from the crankshaft via a drive belt. As such the centrifugal exhibits the same benefits and down-sides. Boost increases with the square of RPM (unlike the linear nature of the positive displacement devices), however low-rpm boost suffers due to the fact that air can pass back through the supercharger with little restriction until RPMs rise sufficiently to counteract the effect. Of all the belt-driven supercharger types this type exhibits the highest efficiency, and due to its design and lack of low-down boost is often employed on near standard compression engines. The Roots type supercharger and the twin-screw type supercharger, however, produce low-rpm boost and as such feel far more reactive on the road.

Camaro_Muncher

Yea but they are small and easier to bolt on. And i am assuming that people that are wanting to add a supercharger are not looking for huge gains, just something a little extra.
"Of all the belt-driven supercharger types this type exhibits the highest efficiency, and due to its design and lack of low-down boost is often employed on near standard compression engines."

Brian 944

The problem is that once people start with low, they want high, and then they have to scrap the original for the new because it's pulling too much off the pulley.

GodSpeed

any project updates?

jaje

Really for your safety I'd install a fire extinguisher system in your car...you can get a cheap ESS AFFF system which does 2 / 3 zones and will quench the fire. With very little protecting you from raw gasoline and building a car to go for a top speed you always have to worry that you can have an accident.



Btw. This is the same jaje from MP3 forums. You still have the MP5T (I was the guy who did the prototype wagner kit)? I miss mine but just bought an 944S2 and going for my SCCA license next month.

Brian 944

I have edited the first post to bring it up to date with 2012.


The 944 has been sold to a happy buyer, I simply did not have the time to work on two cars.

The other car, the first one I started to modify has evolved quite a bit.

you can see it in great detail at www.mp5t.com

The Worlds Only 180 MPH Protege 5.

100% Stand Alone Haltech Sport 1000
Running Sequential Injection And Direct Fire AEM CDI Ignition.
Self Taught, Designed, Built From Scratch, Self Installed, Self Tuned.
Many Mistakes, Many Hours, Many Successes
MP5T has been My School since 2002, and Class is still in!

- Forged Engine
Mazda FS 2.0L Aluminum Head / Iron Block
Pauter Rods
Arias Pistons 8.5:1
Rotating Balance
Alignhoned
Steed Speed T3 Manifold
Garrett GT3071 0.63 BB Turbo
Tial 38mm V Band Liquid Cooled Waste Gate
Tial 50mm “Q” Blow Off Valve
505 Intake manifold with Velocity Stacks, BBK Mustang 65mm TB

- Engine Management
Haltech PS1000 Standalone ECU
Custom Trigger (36-1+1)
1000 cc injectors
Sequential Injection
Direct Fire AEM CDI COP conversion
IQ3 Digital Display Solution

- Fully Custom Transmission
PAR Straight Cut Gears Set Specified Ratios
1st 2.500, 78 Km/h @ 7000
2nd 1.550, 126Km/h @ 7000
3rd 1.100, 178km/h @ 7000
4th 0.725, 265Km/h @ 7000
5th 0.625 325Km/h @ 7000
FDr 4.105
Quaife ATB Limited Slip Diff
SPEC Stage IIIr Disk
SPEC Stage IIIr Pressure Plate
SPEC 6.8 Lb Flywheel

- Brakes
K-Sport 14″ 8 Piston Brake System
K-Sport Hydraulic Hand brake

- Suspension
K-Sport RR Aluminum Coil Over suspension
AWR 21mm Antisway
AWR Adjustable Endlinks
AWR Trailing Arm

- Rims and Tires
WORK Emotion Kai 7076 Forged Aluminum Rims 18×7
Yokohama PARADA SPEC2 215/35/18

- Exterior
Full OEM JDM Mazda SPORT 20 Conversion
Full Weight Reduction

Brian 944

Voith

Me too.

Your ex 944 could be awesome.

Nice mazda.