When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I've been "away" from the boards for a while getting my business up and running, but I finally took the time to read this thread, each and every word.
Richard - you are about the funniest "smart guy" I've ever met. Your posts make me laugh out loud! If I didn't live 2000 miles away I'd drive over just to meet you.
I am at once impressed and intrigued with your ideas. I have zero aero or engineering background but I immediately understood what you meant by "boost is not boost, but mass is mass". I'm the kind of guy who breezed through 2 years of high school physics because everything seemed like "common sense" to me. Just like every thing else you talk about. I hear no BS, no HP claims, no hype, nothing but facts and honest answers. You have been unbelievably patient with us and have answered so many questions, I feel compelled to answer a few of yours, even if theyr'e only implied.
What do "we" want? - Yes, there are some that want 500hp, but most of us want a RELIABLE, long-life street car with good mid-range performance and exhilarating top-end power. We all bought this car because of the "VTEC rush" so we don't want a 3,000 rpm grunt machine that goes slower and slower the closer you get to redline. But some additional ponies at 3-5k would be awesome.
How much HP do we want? - I think the answer is somewhere between 300 and 350 RWHP. Proven designs like the Comptech regularly put out 300-310 at the wheels, and do it with stock ECM, fuel maps, and timing. And they're reliable - I installed mine at 67k miles and am now at 143k. Even if you don't do more than 310 or 320 at 9krpm, the extra 25-30Hp in the middle would be a huge improvement. If you go over the 350 mark you're asking for everything else to break, and most of us aren't interested in replacing the entire drive line. You CAN drive a 300-350Hp S2000 every day and not break it, but you can't flog it.
What would make me buy one of these over a Comptech or Vortech?
1. Improved fuel mileage. OK, nobody bought an S2000 for fuel economy, but it was a slight dissapointment to lose 2-3 mpg by installing the Comptech. Nothing was cooler than to follow-up that inevitable question at the gas pump (what kind of car is that?) with "and even with 240Hp I still get 30mpg". Those days are gone for me. It would be even better to say "and even with 300Hp I still get 30mpg". I can't wait.
2. Lower intake temps. It's awful. Summer time in GA and the annoying bog from high intake temps, especially when sitting in traffic or after a 5-minute stop at a gas station. Off-idle response is terrible, and I can't help but think that lower intake temps would greatly improve this. I don't have the intercooler in mine and am almost considering buying one just to eliminate this problem.
3. Simple install. At least it sounds like it would be no more trouble or weight than a Comptech or vortech and definitely easier and less weight compared to the intercooler versions. And sounds like a simple fuel management system with the additional injectors - I just love that idea! (BTW - that makes it SO easy to lower VTEC it's amost disgusting).
Your latest posts indicate you are leaning towards keeping the stock ECM, not altering timing, and using an add-on electronics package to control the additional injectors. If you don't have something in mind already, I could probably build the electronics to do that since it doesn't sound terribly complicated. I've been known to tinker in that area.
One more thing - I notice you mentioned wanting to post more photos and documentation but haven't had the time. I have no doubt you are very busy so I will volunteer to post it for you if you can send me paper or electronic copies. I will put it either in this thread or on my web site with links from this thread. I'm fascinated by your ideas and would like to help if I can. You can email me through this forum if you're interested.
AFSC update
Richard has got the dyno up and running to test the Axial Flow Supercharger (AFSC).
He will be testing the AFSC to determine the exact behavior on a variable speed test, up to 11000 RPM. He will be recoding the flow, pressure, speed, and the delta-temp (temperature rise due to compression). Additional test will include the addition of a strain gauge that can be used to calculate the amount of torque required to drive the AFSC. The torque will then be used to calculate the amount of hp necessary to drive the AFSC through the entire usable range.
Richard, sorry to hear about your dog Torque; he will be in my prayers to find his way home safely.
Yes. the test bench is coming together. It is running but no instimentation yet. Going to work on that this week. This will be a real heavy duty unit so we can ru long term testing without shuting down. We can vari the speed on the run. The output shaft has a speed range of 5000 RPM to 11000 RPM so it can duplicate the engine speed. For low speed testing we will have to change ratios. Note that the blower has a 4 to 1 internal overdrive and there is a 20% overdrive via the pulleys. (I make that note because I know someone will call the test speeds less than the S engine speed)
The other output shaft goes from ............I don't remember but top speed on it is 1750. So we use that to drive the oil pump. You can see the dry sump instilation which includes the tank, pump, filter, bypass and pressure gauge.
We will read: flow in CFM, PSI, delta temp and RPM. Later a strain gauge to read torque. The whole thing weighs over 1500 lbs.
Dog Torque has been found at the pound. Hope he had a wild night out as it cost me $217.
There is a outlet duct that I made with a butterfly in it and temp probe.
I'm working on the instements next. There is also a superflow inlt turbine that will give CFM.
The air box will have a Venturi plate similar to whet Mugen has in there setup.
Based on my design unlike the Mugen set up, the entire conical filter's surface area will be used with the intent to create laminar airflow thru the filter.
Once your design is done would you suggest placing the airbox / venturi plate near to the throttle body (pre AFCS) to increase flow thru the stators/rotors or would that adversely effect the compressor design?
I think I have a hard time figuring out how your going to control the lamnar flow over a textured filter with relitivly slow airspeed. But if you can get it to overflow without a delta pressure it's great.
How and where to place it in relation to the TB is to be seen. I don't know how tuning is going be handled because when it's NA it is so sensitive. Only under boost will we have a break. So it must still have a lot of R%D as to inlet design. It turns out we have to build a new intake manifold so all existing tuning is over and we start again.
Nothing you do at the filter is going to adversly effect the SC as long as it doesn't restrict. Naturally the straighter smoother the flow is into the axial inlet the more it will flow. But your talking about minimal amounts unless there is a major restiction.
It's like any flow, it's best not disturbed. Yet we have such a llarge amount efficency over the competition that we give ourselves some slack.
