Huntley Racing Supercharger is Powerfull!!
05-03-2002, 01:04 PM
#31
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Derek I got two suggestions for your forced induction projects on 928s:
1- I have yet to see a 928 that is supercharged using a roots type or twin screw blower. I bet that supercharger in particular would make more rear wheel HP than a centrifugal supercharger. You did a great job on fabricating an intake manifold to fit an Eaton SC to a 944. It would be most impressive to see one fitted to a 928. Having just purchased a 928 I will be in the market later on for either a Supercharger or Turbo kit for a 928.
2- Lets go unique and Twin Turbo an S4
I've only heard of one twin turbocharged 928 in my life. I'm most certainly positive that if a project were to begin on turbocharging 928s in California in excess of 500 HP it would spark the interests of magazines such as Turbo, Hot Rod, Motor Trend, etc. I have seen Devek's white 928 inside Hot Rod magazine a long time ago.
I am looking forward to seeing your ingenuity on these cars considering you have done a good job so far on fabricating parts for 944s. Good Luck Derek.
excuse any spelling errors of mine <img src="graemlins/oops.gif" border="0" alt="[oops]" />
1- I have yet to see a 928 that is supercharged using a roots type or twin screw blower. I bet that supercharger in particular would make more rear wheel HP than a centrifugal supercharger. You did a great job on fabricating an intake manifold to fit an Eaton SC to a 944. It would be most impressive to see one fitted to a 928. Having just purchased a 928 I will be in the market later on for either a Supercharger or Turbo kit for a 928.
2- Lets go unique and Twin Turbo an S4
I've only heard of one twin turbocharged 928 in my life. I'm most certainly positive that if a project were to begin on turbocharging 928s in California in excess of 500 HP it would spark the interests of magazines such as Turbo, Hot Rod, Motor Trend, etc. I have seen Devek's white 928 inside Hot Rod magazine a long time ago.I am looking forward to seeing your ingenuity on these cars considering you have done a good job so far on fabricating parts for 944s. Good Luck Derek.
excuse any spelling errors of mine <img src="graemlins/oops.gif" border="0" alt="[oops]" />
05-03-2002, 02:05 PM
#32
On the supercharged cars that I know of, the breather system has been modified. The blowby gasses are vented to the atmosphere instead of going back into the engine, or they get routed back into the engine in front of the supercharger. Depending on how much oil goes along with the blowby gasses, either an air/oil separator or catch can might be used. Having the blowby gasses go back into the engine is better for emissions, and having them not go back into the engine is better for power.
05-05-2002, 04:28 AM
#33
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Mike,
Thank you for your useful answer regarding the 928 breather system – Your answer makes sense.
The air/oil separator must be the answer, the question is to find or design the right one - If you or other experts, have some experience I will be grateful.
Regards from Erik in Denmark
PS: I was wondering – Why not install a air/oil separator (after the cyclone) and connect this to the smoke pump?
Thank you for your useful answer regarding the 928 breather system – Your answer makes sense.
The air/oil separator must be the answer, the question is to find or design the right one - If you or other experts, have some experience I will be grateful.
Regards from Erik in Denmark
PS: I was wondering – Why not install a air/oil separator (after the cyclone) and connect this to the smoke pump?
05-05-2002, 01:16 PM
#34
There's some information on making an air/oil separator at <a href="http://www.autospeed.com/A_0338/page1.html" target="_blank">http://www.autospeed.com/A_0338/page1.html</a>
A separator can be made that has the oil drain from the bottom of it back into the engine, so that you don't have to ever empty it yourself.
Connecting the outlet of the air/oil seperator to the inlet of the smog pump could be a good idea. I had thought of that, but didn't know if the capacity of the smog pump would be enough to deal with the amount of blowby gasses produced by the engine. Just so you know, it would be against the emmisions laws to do it that way. There would be some advantages if the smog pump was capable of drawing out the blowby gasses to the point of actually creating a partial vacuum in the crankcase. There are actually aftermarket vacuum pumps for race use designed to do that.
A separator can be made that has the oil drain from the bottom of it back into the engine, so that you don't have to ever empty it yourself.
Connecting the outlet of the air/oil seperator to the inlet of the smog pump could be a good idea. I had thought of that, but didn't know if the capacity of the smog pump would be enough to deal with the amount of blowby gasses produced by the engine. Just so you know, it would be against the emmisions laws to do it that way. There would be some advantages if the smog pump was capable of drawing out the blowby gasses to the point of actually creating a partial vacuum in the crankcase. There are actually aftermarket vacuum pumps for race use designed to do that.
05-05-2002, 04:32 PM
#35
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I have seen a porsche 928 with 2 eaton roots type blowers sitting on top of it. It was made by autto vittorio i think, but why would someone want to do that anyway. To much fabrication just use a centrifugal blower much easier.
05-05-2002, 07:13 PM
#36
lobis,
Why use an Eaton?
Durability, the Eaton will easily last 100,000 miles which is about twice as long as a centrifugal blower.
Positive displacement blowers have an instant increase in horsepower across the entire rpm band and makes the engine react like a much larger displacement engine. Most centrifugal superchargers kick in around 2,500 to 3,000 rpm and power is directly proportional to engine speed. Think of a positive displacement blower as a twin-turbo and the centrifugal as a single turbo. I think you get the point.
Most Eatons are equipped with a bypass valve that will allow the blower to virtually free spin when the driver keeps his foot out of the throttle. The bypass valve allows the blower to use less than 1/3 hp when not in demand and that gives the engine virtually the same fuel efficiency as if the car had no modifications.
Jim Nowak
P.S. I have a centrifugal blower on my 560 SEC but I wish I had a positive displacement blower instead.
Why use an Eaton?
Durability, the Eaton will easily last 100,000 miles which is about twice as long as a centrifugal blower.
Positive displacement blowers have an instant increase in horsepower across the entire rpm band and makes the engine react like a much larger displacement engine. Most centrifugal superchargers kick in around 2,500 to 3,000 rpm and power is directly proportional to engine speed. Think of a positive displacement blower as a twin-turbo and the centrifugal as a single turbo. I think you get the point.
Most Eatons are equipped with a bypass valve that will allow the blower to virtually free spin when the driver keeps his foot out of the throttle. The bypass valve allows the blower to use less than 1/3 hp when not in demand and that gives the engine virtually the same fuel efficiency as if the car had no modifications.
Jim Nowak
P.S. I have a centrifugal blower on my 560 SEC but I wish I had a positive displacement blower instead.
05-06-2002, 04:50 AM
#37
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Here is a picture of one with an eaton roots type blower <a href="http://www.928s4vr.com/928_mods.htm" target="_blank">http://www.928s4vr.com/928_mods.htm</a> scroll down the page and you will see it. Yea the eatons are cool but others are cheaper. But i do get the point single turbo versus twin turbo.
09-26-2002, 06:27 PM
#38
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I know its been a while, maybe this question is answered elsewhere, but did anyone actually have the supercharger job done through Huntley, Hunley whatever can't spell.....
If so, how'd it come out? Performance, final cost etc?
If so, how'd it come out? Performance, final cost etc?
