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.
yes the current design is designed both in blade design number of compressor stages and in rpm to give 8psi at redline hence the design i want RP to make for me that would have a max boost pressure of 11psi at redline if there is no pressure control device in place.
I admit that I don't get to this thread much lately.
Work does continue with the compressor though.
We have completed the work on the radial inlet unit for the Rx8.
We are currently building the manifold and getting ready to install and tune it.
Once this is finalized work will start on the S2000.
The compressor already exists for the car.
We just need to develop the installation.
RP I will send you an email to you personal address you gave to me about a month ago as soon as I get home tonight.
Subject line should be something like "AFSC S2k Install/Integration Idea"
I might have your installation development (at least a good feasible idea) all ready done for you.
I hope I have done a sufficient job addressing the questions and concerns in this thread.
BIG FYI
Kingmotorsports is aware of this development as I was told when I was on the phone with them this afternoon getting some parts for the Mugen filter/intake system I will be making for the AFSC (specific to where I want to go with the AFSC compressor).
For everybody that is still waiting for RP to start integrating the AFSC for the S2k here are some ideas and thought I have sent on to RP.
Since the start of the AFSC I have wanted a compressor capable of putting out 12psig at 8krpm ; the boost profile image/graph shows why.
Now remember its about flow rate not boost pressure. But for these comparisons I chose boost profile to compare the different compressors because it an easer concept for most people to envision.
Big Note: In no way do these ideas represent what RP is going to do with the S2k AFSC when it is installed. They are my own personal ideas on ways to integrate the blower on to the s2k. Not to say RP wont take these ideas and use them to get started.
The Roots type charger will provide a more or less flat boost profile from idle to redline (assuming you don't spin it beyond it's operating range). It is always moving a finite amount of air that is some percentage more than what the engine would be using if naturally aspirated.
On the roots boost profile BRP stated that there were at something like 82or85% of the 6.5psi at somewhere around 3000 or 3200 so I just follow a tend line down to 1000. so the low end on the Roots (<approx 3000 may not be technically correct.)
The intent of having RP make me a 12psi max AFSC (AFSC12) is an attempt to at least match the roots (lower than the 3000/32000 area) where they got 85% of the design boost while still trying to get more boost above that mark.
This all assuming the AFSC will be able to flow the appropriate amount of air mass at a given RPM/boost to match and or exceed the BRP. Which I am sure it will since the Blade design can be changed to give more flow rate and one can add stages to increase the maximum boost. Another effect of blade design change is one is able to change the overall efficiency.
IT is a balancing act between flow rate Vs efficiency Vs boost
But the AFSC design will not give you the table flat TQ that the Roots is know for.
but it should be close to table flat above the regulation point (disregarding the Vtech transition) .
I am attempting to get the best of the Roots low-end power and the high end power of a turbo.
I am not trying to say the BRP has a bad product.
I just want something that is somewhere between the BRP and a Turbo.
Originally Posted by slimjim8201,Mar 21 2006, 11:48 AM
Good stuff
The Roots type charger will provide a more or less flat boost profile from idle to redline (assuming you don't spin it beyond it's operating range). It is always moving a finite amount of air that is some percentage more than what the engine would be using if naturally aspirated.
Slim, now it's my turn to get a little education; I don't entirely understand PD blowers. I know they make a flat boost curve, but I also know that if they are turned very slowly (a couple RPM) they flow no air; I always assumed that this was because of internal clearances, and that there must be some minimum speed before a the things actually produce positive displacement. Also, in looking at the information from BRP, they seem to say that full boost is not reached until the motor is spinning well above idle. IOW, it appears that PD boost is not actually "flat" from idle to redline. They seem to produce boost at lower revs, but not full boost all the way down to idle. Looking at the boost gauges in our supercharged Miatas (Jackson Racing systems) this also seems to be the case. The last few posts have me thoroughly confused, no doubt because we've gone well beyond the limits of what I understand.
Slim or anyone else who has a grip on this - help me out here. Do (some) PD blowers actually have a flat boost profile all the way down to idle?
Depending on where you research, it looks like target boost is achieved between 2000 and 3000 RPM. Whipple chargers build their boost a little bit sooner and don't have the characteristic drop-off at very high operating speeds.
Kingmotorsports is aware of this development as I was told when I was on the phone with them this afternoon getting some parts for the Mugen filter/intake system I will be making for the AFSC (specific to where I want to go with the AFSC compressor).
