Nick B...someones done all the hard work for you

w0000000000000000000000000000000000000000000000000000000t yeah!

Even sensibly priced too.
The fitting doesn't even seem that tricky....

two 'minor' worries - firstly... yer man there has it fitted to an e36... not 100% that there's the physical space in the e30 bay.

Also, i've been led to believe that the m42's high comp ratio would, when coupled to forced induction, would cause pretty rapid melt-down.

Any experts know otherwise, as I'd be MEGA interested to do this conversion!!!

I am probably completely wrong here but is 90PSI not too high to be running the fuel pressure. I know normally fuel injection runs 30-50 depending on car but didnt think modified cars went much higher

**waits to be shot down**

Sorry you have to cut and past the last bit as well....

Or search for Item Number : 8003924110

the charge temperature increse if a function of the air compression, not the heat transfer from the turbine. The air moves through the compressor too quickly to pick up much heat through conduction.

Have to agree with the raising combustion pressure, Any increse in volumetric efficiency wether it be through turbo supercharger nitrous, or even just a good induction system, will increase the chances of detonation. the only real way to combat this is to vary the ignition timing so as to move the peak combustion pressure further past TDC, this will make a big fat pressure curve with the same peak pressure as before.

Any car can use boost with a high compression ratio, as long as the ignition is taken care of.

If anything the supercharger will require more compression reduction than the turbocharger, as the efficiency of the supercharger is around 25% down on the turbocharger. This means higher intake temps and lower air density, increasing the likelyhood of detonation.

J

It's impossible to say what pressure it can run at withouth knowing the compression of the engine it's to be used on. General rule is 9.5:1 @ 6psi is the starting point with compression going down and boost going up i.e 8.5:1 @ 14psi.

Like blownimp says with ignition retard compression isn't a great problem but there comes a point where you are retarding all your power gains away so you end up back where you started.

I used to run a 9.2:1 compression engine at 9psi without problems, that was with a big intercooler.

the eaton is good for about 9psi maximum and the efficiency is dropping off at that point. I would say without an intercooler the compression should be lowered, with an intercooler then it may be ok stock. The retadation is actually going to net more low end torque with power dropping off, this is because lees negative work is being done on the crank (through advanced combustion) and the area under the pressure graph is larger meaning more go. But as the charge is burning slower due to its higher density and the burn is moved backwards in the cycle, the fuel starts to take too long to burn, and loses top end power.

This is a problem with F1 cars and rotaries, the f1 combustion chamber size means that the fuel cannot burn fast enough during its short cycle, the same goes for the high RPM rotaries. They will acutally make moe power on a lower octane fuel as they are faster burning and so less power is lost.

I say turbocharge it, intercool it, and run a clever boost enrichment and ignition retard on stock compression. Once all of this is running turn the boost up, melt the pistons, and get forged low comp ones and then run higer boost again!

J

a­rsebiscuits

just when i'd decided to go for this supercharger thingy.... before setting up my snip I thought it'd be wise to check my bank account using the online thingy, only to find that some mutha farka has 'cloned' my bank card and has been merrily helping himself to my hard-earned from cashpoints around north london.

bo11ocks. Massive dissapointment.

BATSARDS! Reckon its owt to do with that ebay scam thing that did you a while ago?

So what happens now then? Are you fooked?