advice on supercharger??
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From: monterey
I will take a picture or two of my set-up if that helps. As far as the lag goes, I must say it is nice not having turbo lag, but before 3000 rpms you are really only up to 4 psi anyways (with 11psi at redline). So low end definitely beats an unspooled turbo but it's not kick-in-the-nuts strong.
RIPP's supercharger is on the driver's side, it's connected to the drivetrain by a shaft which turns off of the accessory belt. As someone mentioned before, I continue to have belt slippage issues (which will hopefully be solved soon), but if you are doing a custom setup I would go for a 7-9 ribbed belt (RIPP's basically uses the OEM belt width--the thinnest possible). A wider belt should contain the slippage issue. You also need to be careful about the width of the shaft pulley (the one that pulls the supercharger) because a small one will slip more. PSI is basically determined by the crank pulley and the shaft pulley sizes, so a larger-than-stock crank pulley and a relatively large shaft pulley will also help.
I don't know off of the top of my head the exact model of blower they were using, but if you look on the Vortech website it is the one that they say is ideal for sport compact cars.
If you are going with an intercooler you might think about mounting the blower on the passenger side, as it is right now, there's not much room for the piping to go anywhere but straight into the TB. The meth spray seems to work well with the RIPP set up, but I don't know much about what would happen if you cranked up the boost.
RIPP's supercharger is on the driver's side, it's connected to the drivetrain by a shaft which turns off of the accessory belt. As someone mentioned before, I continue to have belt slippage issues (which will hopefully be solved soon), but if you are doing a custom setup I would go for a 7-9 ribbed belt (RIPP's basically uses the OEM belt width--the thinnest possible). A wider belt should contain the slippage issue. You also need to be careful about the width of the shaft pulley (the one that pulls the supercharger) because a small one will slip more. PSI is basically determined by the crank pulley and the shaft pulley sizes, so a larger-than-stock crank pulley and a relatively large shaft pulley will also help.
I don't know off of the top of my head the exact model of blower they were using, but if you look on the Vortech website it is the one that they say is ideal for sport compact cars.
If you are going with an intercooler you might think about mounting the blower on the passenger side, as it is right now, there's not much room for the piping to go anywhere but straight into the TB. The meth spray seems to work well with the RIPP set up, but I don't know much about what would happen if you cranked up the boost.
sorry it has taken so long to respond i have a test tomorrow and im tired of cramming so im taken a break on evo m. but yeah back on topic. i was thinking of a ribbed belt design sort of like the old 6-71's. but idk we will see. pictures of your setup would help immensely . do you know what rotation your supercharger is?
Wasn't trying to be rude. I was saying good luck.
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From: monterey
I wasn't actually being sarcastic. I'm not saying it's necessarily harder, I'm just saying it's never easy whether you're N/A, TC or SC. Tuning N/A and TC just have the advantage that you can buy a pre-tuned item from RRM. Since RIPP stopped selling the box, and SC Lancer is now 100% self-tuned.
Wasn't trying to be rude. I was saying good luck.
Wasn't trying to be rude. I was saying good luck.
Best of luck with the wife. I was able to use my tax return on the turbo stuff and get away with it.
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From: monterey
my return purchases included couch(wife), clothes(wife), more clothes(wife), openport cable from tactrix(mine of coarse) plus my wife insisted that we put quite a bit in savings. tax season is depressing gave tiy tried the openecu program with evoscan? its what i plan to use throughout. maybe test its limits and the limits of our ecus?
Last edited by grapeapeoftokyo; Mar 2, 2007 at 10:37 AM.
Plus she just had a birthday and V-day, so that probably helped. 
OK, back on topic...
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From: monterey
i was going to setup it up passenger side, like someone had suggested before because i definately do not want to deal with up keep of an alcohol or water injection system. my buddy had a water injection system on his nonintercooled mustang. he hated it. here is what ive come up with so far: passenger side mounted, intercooled, cog style belt system. maybe a v-2 s trim from vortech(all depending upon whats available on ebay
). the main reason i want an SC instead of TC is upkeep. turbos have so much more upkeep than SC so i will be shooting for the most stable setup i can build. who knows if the results are clean maybe ill start making kits. we will see. still trying to convince wifey though.
i was going to setup it up passenger side, like someone had suggested before because i definately do not want to deal with up keep of an alcohol or water injection system. my buddy had a water injection system on his nonintercooled mustang. he hated it. here is what ive come up with so far: passenger side mounted, intercooled, cog style belt system. maybe a v-2 s trim from vortech(all depending upon whats available on ebay ). the main reason i want an SC instead of TC is upkeep. turbos have so much more upkeep than SC so i will be shooting for the most stable setup i can build. who knows if the results are clean maybe ill start making kits. we will see. still trying to convince wifey though.
). the main reason i want an SC instead of TC is upkeep. turbos have so much more upkeep than SC so i will be shooting for the most stable setup i can build. who knows if the results are clean maybe ill start making kits. we will see. still trying to convince wifey though.
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From: monterey
I think the RIPP kit used the Vortech V-5 G-trim if that matters...anyways I do want to say that I have had no problems whatsoever with the boost cooler, but I have heard that people on the west coast have trouble getting the methanol/water mix (it is $3 a gallon in the northeast and available everywhere). The RIPP folks will argue that meth/water is actually better than an IC because the air doesn't have to travel as far to get to the IM, it raises the octane of the gas and cools off the boost. Maybe it is better, maybe not, but mine works well in any case.
hhmm. i wonder which is more efficient. as far as maintenance is concerned i think the FMIC would be easier. im going to go with the biggest supercharger i can find more than likely. thanks for the info.
Going with the biggest supercharger you can find is no different than going with the biggest turbocharger you can find, you're naive if you think it won't have lag or spooling problems.
http://www.rippmods.com/forum/topic.asp?TOPIC_ID=423
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From: monterey
im not talking about a v-20 or anything plus im going to use a cog style setup which since i wont be running a huge supercharger should definately take care of the slippage problem. and with a supercharger "lag" will not be a problem. though low rpm boost will not be a huge amount it will still be more than a turbo at 2000 rpms.
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From: Kunsan AB, Republic of Korea
The problem comes from people trying to lump centrifugal SCs in the same category as positive displacement SCs. A smaller centrifulgal SC will provide better bottom end power then a turbo, but will leave you high and dry in the upper RPM band. A larger centrifugal supercharger is great for engines that are physically capable of flowing more air, but if the engine can't support it, you will get a "similar" effect as putting too big of a TB (or carburetor for older cars) on an engine. With positive displacement units, on the other hand, you are physically forcing more air into the engine creating an actual positive pressure differential. That's why setups that use this type of SC don't need fancy intakes...the entire intake area after the SC is pressurized evenly. As long as the vavles are open, air will be forced in. Obviously, porting the head, using larger cams and vavles, etc. will allow more air into the cylinder, but you don't have to worry as much with a less efficient manifold as long as it doesn't physically restrict the flow of air.
For my setup, I'm designing an IM which will allow me to install an Eaton 4th gen SC on my car. I'm not going to use an IC per se, but will probably have nitrous available (which works great as a "chemical intercooler" of sorts) for when I want the added power. Otherwise, with the internal bypass valves in the 4th gens, the SC will only consume 1/2 HP under normal conditions, allowing the engine to function as normal when I'm not making boost, but when vacuum drops, the bypass vavle closes and the SC produces boost...instantly.
For my setup, I'm designing an IM which will allow me to install an Eaton 4th gen SC on my car. I'm not going to use an IC per se, but will probably have nitrous available (which works great as a "chemical intercooler" of sorts) for when I want the added power. Otherwise, with the internal bypass valves in the 4th gens, the SC will only consume 1/2 HP under normal conditions, allowing the engine to function as normal when I'm not making boost, but when vacuum drops, the bypass vavle closes and the SC produces boost...instantly.