its not a small leak I had the diaphragm fail on my bov 300 miles from home took the thing off and the car still made 3-4 psi of boost and that was with 7-8psi peak boost 4.2'' blower pulley. so even if you have a 1.5'' diameter boost leak I wouldn't think you would loose that much perhaps your waste gate is malfunctioning . PS that is THE biggest oil cooler I have ever seen its bigger than what I run on my Cummins turbo diesel with compound turbos running 60+psi and 600+whp

 

Looks like you have created an overall unnecessary and overly complicated set up for an otherwise simple and effective supercharger kit.

The oil cooler I get, being track worthy.

Not sure what all the custom and rather complicated waste gate and huge bov valve work was for when there are much quieter/street worthy options that work just as well and require no customization. The need to run a custom 8" crank pulley when the 5.45" works just fine confuses me.

Part of the appeal of a sc is its simplicity and reliability, which you have effectively squandered, and I'm not sure what the positive net results are over an unmolested 1200 kit at high boost.

You better have some nice power improvements to show for if your car is so annoying to drive on the street now that you feel the need to pull the belt.

and what is what looks like an open hole on your intake elbow for? I'd make sure and get that plugged so your not sucking in dirty unfiltered air into your charger and engine.

 

not to mention his issue of constant belt breakage

 

I assume the hole in the silicone intake elbow was where his IAT was previously located.

 

My goal was pretty simple, the execution took a while; however I would state the setup is still pretty simple. I wanted to run as small of a pulley as possible to get max mid-range torque without overboosting at higher RPM (hence the wastegate). I had initially installed a 2.8" pulley with the SOS stock 5.45" crank pulley. I had nothing but problems on the track with belt slippage. Tried the double idlers and also the carbonite coating on the pulley - nothing worked. I kept up-sizing both pulleys (but keeping the same ratio and 6-rib), but still had slippage issues. This lead me to the 10-rib setup which eliminated the slippage and got me to the 2.8" equivalent pulley size I was initially after.

The setup is bulletproof & reliable, once you get it working. I ran this setup last year without a single hitch. I'm hoping my current issue is as simple as a loose coupler.

BTW, the hole in the 90 elbow is where the IAT was located before. It'll be plugged

 

This is exactly what I want to do but sins I have a SL type of SC I'm afraid of spinning it that

 

I understand some belt slippage would likely be a problem running as small as a 2.8". Though I have none running a 3.2" with 5.45" crank and that maxes the 1200 out already at approx 8350rpm. So the issues isn't the motor per say with the need to bleed off boost, but over spooling the blower since it does have a rpm limit to prevent premature bearing failure. Without upgrading to a higher temp bearing, bleeding off boost does nothing to save your blower, it only limits peak boost your motor would see. Bleeding off boost does add another curve ball/failure point and added tuning complication as I believe you are probably experiencing right now.

If it were me making a track reliable weapon, id want the least amount of component fail points as possible, run the proper size blower pulley to max out the rpm to the desired engine rpm and call it good. If you need more mid range, maybe try out the SOS turbo kit since that's what that system is meant to capitalize on. Your basically running a turbo system now with all the things you have altered, but without much of the added net power benefit.

In my experience the 1200 doesn't lack any mid range power for the track or street when its maximized. I'd imagine over spooling it to the level you are doesn't net you that much more in the 4-6k rpm range anyway, but does increase ait and premature blower failure, and then needing to complicate the system again with more fail safes and custom mods to help where otherwise wouldn't be necessary.

Just my thoughts

 

^^ I'm in complete agreement with you. Any part you add is another part that can fail. In retrospect a turbo may work better for what I'm after, but the low end boost in a SC application is appealing. I also wanted to try something different and tackle things with new approaches to solutions.

The safety margin I set for myself was at 14 psi, going with a single pulley without the clap-trap (wastegate) would entail running a 3.5" pulley. The 3.2" pulley would yield close to 16 psi per my calculations. When I was building my kit, I plotted up various pulley configurations to see what theoretical boost levels I would see. For kicks, I plotted the 3.5/5.45" configuration against my setup now (4.2/8"). Dotted line is delta PSI between the two pulleys (use Y-axis on right). You can see at mid-RPM boost starts adding up quite a bit.



As far as overspinning the blower, there's not much I can do. Around 7562 RPM is when I hit MAX rated blower RPM. I usually redline around 8200 on the track, so the overspin isnt too significant. I also figure, there's a safety margin over the rated 52000 RPM Paxton advertises.



I did chase down the boost leak and found 2 locations. One at the BOV 't-pipe', where it had started to slip away from the coupler. Also have a leak at the WG flange against the fire-ring interface. It appears that the AL WG flange warped during welding and no longer has a flat surface. I'm gonna try another attempt to reweld and perhaps throw a viton O-ring between the two faces. I'm someone impressed that Tial uses a metal/metal gasketless seal on their WG!

 

Try welding the flange with the wg attached to try and absorb the heat. Or...because it does not see hot temps make your own gasket with rubber! Sent from my Samsung Galaxy S4