rixter

there was a 78 sc at Frenzy '04

Carl Fausett

I have two kits shipped on 310 HP Euro motors that the owners have yet to install - anxious to get dunop charts for the 310 HP 16v motor after SCing.... just do not have them yet. You are right - one of these is in the military and on post in Germany at the moment.

I can do that on the 16v kits because I do not have to answer to anyone on those - we build them ourselves, here. The 32v kit is the property of Tim Murphy, and I market, sell, and provide tech support for it.

We have a "tuner's kit" listed on our website - basically a complete kit but without the headunit. You can buy a used one on eBay or whatever. Maybe we can do that on the 32v kit. The Vortec T-Trim or S-trim is not too hard to find - the problem is finding one that is clocked to rotate the right way. Tim mounts his SC headunit "backwards" from my design on the 16v cars, so the blower has to be set up to rotate counter-clockwise - not clockwise.

Its a good design - that puts the belt closer to the engine rather than farther away, and the air intake at the front.

drnick

carl, do you have anything left from your earlier mounting where the head unit went in place of the aircon compressor? id like to do this and put a unit on my car mounted in this location feeding forward into an air-air intercooler...

Imo000

Nick,

If Carl doesn’t have one, you can follow my SC build site and make one. If you are using a Paxton SC it’s really not that difficult to make a system from scratch.

http://norcal928.org/DIYSC/

drnick

inspiring pics! why is the paxton any easier to work with? i dont suppose you have any extra brackets lying around?!

drnick

why cant the existing pulleys for either the aircon or air pump be used?

Carl Fausett

Dr Nick: I do not have any of the braketry, but here are some photos. I DO have some crankshaft pulleys left for that setup. That design never sold as a kit because owners did not want to give up the AC on their cars, so we re-tooled and mounted it up where our kits are now and the AC is saved.

Here are some photos to let you know what you might be into... in that location, you will find that the top of the SC will clip the timing belt tensioner if you are not careful.... then you move the headunit forward and down to avoid that problem and now the oil line exiting the SC is actually lower than the oil pan....

Plus - the problem of heated air at the inlet because of the proximity to the manifolds or headers.

Not to discourage you - I worked around all of these obstacles and you can too.
Here are some photos - note the heat wrap on the headers and then the heat shield over the air filter.

Let me know if you want a crank pulley - I have only 2 left of that style.

Carl Fausett

I forgot to mention - in the last two photos you can see how extensive the braketry for this location can become. It does have lower CG here rather than anywhere else....

The turnbuckle on the left is to adjust "tracking" of the SC belt - I can turn it in or out as needed to ensure the belt tracks true at high speeds.

Imo000

This Paxtons SC despite being an little less efficient and older desing than any of the other centrifugal supercharger on the market, it still has a few advantages. It's self lubricating. There is no need to run oil to and from the SC. Therfore the oil pan and the fitler housing doesn't have to be touched. The Sc head due to the planetarry ball bearing drive is very compact. The housing resembles a large alternator. also, the drive pulley on the front is at the same axis as the compressor wheel at the rear. The Vortech, Powerdyne and the newer Paxton Novi SCs have a larger housing cause the pulley and the compressor wheel are not across from one another but rather offset. Just as Carl described, this can creates fittment problems during the build. Another advantage is the price. Compared to other SC head units, the ball bearing drive Paxtons (in my case it's an SSG model) are extremly cheap to buy used.

I only made on SC bracket. However I still have one of the plexy glass templates saved. I had both but one of them broke during the fabrication. The one I have left still has all that one needs to build a replica bracket.

hacker-pschorr

What am I missing here, that car has L-jet, not CIS.

drnick

damn computer, it ate my last repply!! as i was saying, carl that stuff is like art and i cant believe that all you have left are a couple of pullies, will they work with anything other than the powerdyne head unit?

what happens when the engine is revved without load? does the compressor pump the same volume of air regardless? how do you size the head unit?

i see i have a lot to learn about this stuff but it think its the direction im headed in. i like the idea of a centrifugal blower mounted low and out of the way, blowing through a front mount air-air. i want to put this in the GTS engined 86 for more top end power, it has plenty of low down grunt as is, - like between 4-6000 rpm in 4th or 5th.

Herr-Kuhn

How about 2 exhuast driven centrifugals down low....heee heeee!

Imo000

Ok John, anyting is possible. But you know better that when it comes to centrifuglas, one is enough. Even if it was resonable to do this, where would the second one go? The alternator and PS pumps are taking up all the room on the driver side.

How's the S4 TT coming along?

Fabio421

I think you missed the "exhaust driven" part.

hacker-pschorr

Now why would you want to go and plug up your exhaust, cause excessive under hood temps, and have no power until the boost kicks in?