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I do have a Bosch TMAP port machined in the manifold for use with either gauge or standalone. It will be preinstalled. There is also a standard -6ORB fitting for manifold pressure distribution.
The LH can use the air temp via coding plug #4. (Alternatively the EZ may be able to use it via CP #3.)
The MAF converter box can supply the 5V? I think LH coding plug #6 (cat) might accept variable voltage (as opposed to variable resistance), which means it might accept the MAP input, which could then influence the load output to the EZ...
I could run some fluid-dynamics testing on that small airguide on the bottom, and I am sure that there would be a small amount of improvement. It is there for two reasons, the first being to add rigidity to the sheet metal enclosure, and the second being potential airflow increases. I wanted to eliminate as much flex from the sheet metal enclosure as possible, and it was an elegant and inexpensive way to do so. The reason that this shape is not incorporated into the bottom itself is that the rest of manifold is cut from a single sheet of metal. When it is is bent, it will self align so no jigs are required. This will make fabrication easier and help with the QC.
There of course will be a bypass valve in the system. It is not shown in my drawings yet, because I have not finalized the selection of the valve. I have a call scheduled with an engineer wednesday to discuss the use of a recirculating bypass valve instead of the traditional butterfly (there is note enough published data on the valve, but it looks like it will be perfect in the application). Unfortunately, the only company that has internal bypass valves is Eaton (Magnuson, Harrop and other licensees of the TVS). While the TVS design is very nice, especially for production applications, a true twinscrew supercharger has a higher efficiency, and cosmetically, I prefer the machined and anodized casing (its also dimensionally smaller than the cast housing of the TVS so I had more design flexibility).
Regarding the sensor conversion, I worked with another individual to make the first generation converter box. It has been sucessfully used in many applications since. I recently found a new partner for this device, and will be switching to this new hardware. It has all the features from the original design, but instead of being hard coded like the initial design, the new appliance will allow upload of transfer functions via a software package (making it much easier for me to modify if I change sensors or filter design). This hardware will be available independently of the supercharger kit, and will allow a user to run either a single or dual MAF sensor for any 928 application (mine will come pre-loaded with the correct 928 transfer functions and I will have the Hitachi transfer functions for use in all the common intake plumbing sizes).
Ken -
The TMAP is a great sensor, as it saves a ton of space. I have datasheets if you would like to look at them. I was planning to use the sensor to create a custom gauge that would display boost, actual manifold air temp, and also grab the output of the WBO2 so all critical data was on one page. I was also planning on having it programmed with a pull-to-ground failsafe output that would engage the bypass valve in any overboost, overtemp, or lean conditions.
I will be using a 3-port solenoid to control the bypass valve, using manifold pressure to hold the seat shut, and vacuum from the reservoir to open the valve (instead of using inlet vacuum to actuate the valve directly, I will use a pressure switch to energize the solenoid and it will receive the higher strength vacuum from the reservoir). It will be configured in a way that the vacuum is on the NO port of the solenoid and boost on the NC port, thus if there is any issue with the electronics, it will default to the bypass situation. Similarly pressure from the manifold can be used to trigger a fail-safe situation that will dump manifold pressure (or a traditional boost controller can be used to modulate manifold pressure and also provide first gear traction control).
HPS is the company that machines the superchargers for Kenne Bell, they are a subsidiary of JM Tech.
You wont find any HPS branded units here in the states. I am ordering direct, and I will probably opt for a custom billet front cover as well.
Ken,
I will be using a pair of Hitachi slot-style MAFs and a module that will add the signals (a bit more complicated than that, as there is some transfer function calculations going on behind the scenes). I had considered moving to a MAP based system, but its tough to beat the absolute data that comes from a MAF sensor.
Thanks for the reply Hans. That definitely makes more sense as to why I couldn't find much info.
Things are now starting to get fun. Was at the machine shop for an hour or so yesterday going over materials and toolpaths. Should have some quotes back tomorrow.... not looking forward to that part, but I should be sending a PO in this week for the intake manifold components, as well as the intercooler end-tanks.
I also am working up some interesting methods of providing boost control. I think I have an affordable way to run an "oversized" pulley configuration with a modulated first gear launch control, maximum boost modulation, and a valet (economy) mode.
Test parts are being ordered tomorrow for the bypass configuration, and if everything looks good, the PO goes in for the supercharger inlets and the sheet-metal plenums.
Update time. I think I will have to get a dedicated thread running soon, but until then...
I commissioned a custom boost controller. It is a redesign of an existing powerful controller, but has additional I/O and an additional map sensor for monitoring vacuum levels between the supercharger and the throttles. By monitoring both manifold pressure and inlet pressure, a standard 3-port solenoid can control the bypass valve for any scenario. This will allow for custom boost and bypass profiles. It can be configured for advanced failsafes based on WBO2 or IAT and overboost. Inputs can be used to detect wheel speed and dutycyle for gear dependent boost control profiles. The customizable inputs/outputs allow use of a standard analog TPS and convert the output with rules to simulate the binary factory throttle position switch. Running a modern TPS and simulating the idle/WOT output conditions for the factory LH/EZK allows compete control and adjustment for idle and WOT parameters. So, the simulated WOT condition can be linked to any number of parameters, such as boost level, throttle angle, lambda... etc The circuit board has already been laid out and ordered, hardware testing for the new features will start soon, and it will be available a bit before the superchargers land here in the states. This custom boost controller will be available as a standalone unit for anyone that would like to add one of the most powerful and configurable boost control systems for supercharger system ever conceived. After the testing, I will start a dedicated thread for the control system.
Intercooler tanks are done! There are some very clever design features that you cant really see, but the intercooler is designed so the fittings pass through the manifold and into this machined tank with double o-ring seals. The tank is aligned with dowels pressed into the supercharger manifold to maintain the tight tolerance for the alignment. Assembly requires the intercooler to be installed in the manifold, then the fittings press through from the outside and will seat in the bore of both the manifold and then the end-tank. The tank is cross-drilled to get maximum flow, and is sealed with a stainless core plug. The manifold also has an o-ring where the tank seats for double redundancy against potential leaks from the core plug. This construction system has several advantages apart from extremely high flow: the ports are at the highest part of the end-tank, and will self purge any trapped air in the system, the fittings are not totally constrained in all direction allowing for differential thermal expansion, finally, the system is completely field serviceable - the core can be removed quickly and easily with no nasty sealant.
Pictures of the end-tanks before going off to Bell.
Please contact me if you are interested in twinscrew components or kits. I am looking for early adopters of complete kits.
Please contact me if you are interested in twinscrew components or kits. I am looking for early adopters of complete kits.
Hans -- I'd love to be able to say I'm "interested". However, right now its mostly an academic interest on my part. Without some idea how much the kit would cost, when it would be ready, what additional work would be needed, and how the boosted car would drive, I cannot say I'd be a buyer. I'm a possibility as a buyer (just as I am for the twin turbo design Toumov is helping to develop). But I'd need to learn a lot more before knowing how serious and deep my interest is.
I know this puts you in kind of a chicken or egg situation. It takes a lot of time and cash to develop something like this and it mist be hard to go forward with such a commitment without knowing how many kits you can sell. And, it's hard to know what the price might be until you have some idea of the number.
FYI...anyone who has a bypass valve like this, which you probably all do, give them a quick check.
Mine is bad. I don't know how long it has been bad, but i always felt something was a bit off for a while.
The valve defaults closed..so under ALL driving conditions the SC is compressing air and not bypassing it back to the inlet side. Probably not good for mileage...heat build up..load on engine etc etc. It is will be a source of a vac leak also.
simple test is popping the hood and blipping the throttle and watching the valve. It should move at some point.
they are built in a very similar fashion as the vacuum pods in the HVAC system but are just a bit more durable for the environment they live in. They can be checked to see if they hold vac in the same way. Im going to cut mine apart and have a look as it seems to be a sealed unit. They don't appear to be serviceable AT ALL. I can see in side where the diaphragm is split by looking inside where the plunger passes.
for a 170 bucks for the pod...and 289 for the entire unit...i will attempt ti fix it my self.
HTH
as an after thought...skip about a minute into it..
cant get any simpler than what is already on it and running on 100,000's of supercharged cars already. I just wish the pod was readily serviceable....the price is a rip off!
07-24-2016, 02:40 PM
