I have been talking with some folks about the Rotrex centrifugal Charger.
I was told that the Estimated crank HP with this set up with 10lbs of boost is going to be 375HP at the crank. This is a very efficient set up. And will work great with the automatic. It also is very stealth in operation. Even more quiet than a exhaust driven turbo.
This power increase follows the natural power curves of the engine. So it drives just like a larger engine with the same characteristics.
I wonder if there will be any interest in this product.
I have been talking with some folks about the Rotrex centrifugal Charger.
I was told that the Estimated crank HP with this set up with 10lbs of boost is going to be 375HP at the crank. I wonder if there will be any interest in this product.
Probably not unless they can demonstrate these rather unlikely power claims.... doubt they get anywhere near that on 10 PSI
__________________
Current fleet:
1958 MGA Twincam (race car)
1962 MGA Deluxe Coupe
1969 MGC roadster,
1957 Jamaican bodied MGA
1965 Jensen CV8,
1971 Jensen Interceptor
1969 Lamborghini Islero S
1988 Pontiac Fiero GT
2009 Pontiac Solstice GXP Coupe
Bill in BC
realize that 10 psi from a higher flowing blower is more than 10 psi from a lesser flowing blower.
375 hp on 10 psi with stock compression, assuming car already has a header and CBE, shouldn't be difficult.
with that said, I'd rather have a centrifugal supercharger than a roots/lysholm, but I'll stick with my turbo.
10 psi from a higher flowing blower is NOT more than 10 psi from a lesser flowing blower. It's just plain 10psi. 10 psi is 10 psi no matter how you slice it or dice it.
The key is what kind of AIRFLOW numbers does it push. Boost is boost across the board, but is that 10 psi a low cfm, or a high cfm? Boost is just the backpressure from the engine not using all the air.
Charge temperatures play a big role in how much timing is used. A vague rule of thumb is for every degree of timing is worth about 3 fly wheel horsepower. With only a 3 degree bump you could see almost 10 hp.
Norm
Quote:
Originally Posted by mkriebs
The key is what kind of AIRFLOW numbers does it push. Boost is boost across the board, but is that 10 psi a low cfm, or a high cfm? Boost is just the backpressure from the engine not using all the air.
Which is part of the reason a turbo is preferred for some. Not that you can't get good charge temps with a supercharger, with an ice box and heat exchanger, but it is just easier with a turbo (and the turbo sounds oh so sexy).
Yup, change the pulley on a SC and your charge temperatures go up. The Eaton roots style blower is about the worst on the market today. Change the compressor wheel on a turbo and you'll lower charge temps at the same rpms and create more air flow. Just have slightly slower response. The turbo will have more area under both hp and trq curves compared to SC. Besides the turbo doesn't rob power at cruise yielding better mpgs.
Quote:
Originally Posted by mkriebs
Which is part of the reason a turbo is preferred for some. Not that you can't get good charge temps with a supercharger, with an ice box and heat exchanger, but it is just easier with a turbo (and the turbo sounds oh so sexy).
For those that are interested in Data of what 10lbs of boost does for a 2.3liter 4 cylinder Honda look at this.
Well yeah, but it STARTS at 240 BHP unblown.....
__________________
Current fleet:
1958 MGA Twincam (race car)
1962 MGA Deluxe Coupe
1969 MGC roadster,
1957 Jamaican bodied MGA
1965 Jensen CV8,
1971 Jensen Interceptor
1969 Lamborghini Islero S
1988 Pontiac Fiero GT
2009 Pontiac Solstice GXP Coupe
Bill in BC
I was at a loss to find anything I didn't like about it. - Jeff Palmer (Temple of VTEC)
This car feels almost exactly like a stock S2000, except the torque delivery is smoother and there's substantially more power. At lower rpms, there's a bit more juice than normal, not dramatically more, but as you toe the throttle, the power builds at an improbable rate, and very smoothly with no noticeable VTEC engagement point (thanks to the programmability afforded by Hondata). This smooth progression in power delivery means that there are absolutely no traction issues, and not a single combustion event is lost to wheelspin. While the power and torque are impressive, perhaps even more impressive is how perfectly the motor runs. The car starts and idles with no hint that it's not stock. Unlike competing supercharger kits I've sampled, there is absolutely no increase in vibration or harshness. The supercharger itself is somewhat audible, but compared to the whining, moaning and groaning of other supercharger systems, this one operates at a whisper. In between shifts, you can hear a slight chatter from the blowoff valve, but that's one of the few external clues that this car is packing a formidable forced induction punch. Launching the car is easy, but combining the AP2's short and tight gearing with the lightning-fast spool up of the supercharged F22c means that your right arm and left leg are kept plenty busy working the gearbox and clutch.
(speaking to the waitress) I'll take one with the automatic, Please!
The 2.4 makes power differently then the Honda. So it will with the set up.
And what fun to put a header on, high flow cat.....naw.. no cat and a 3" exhaust. All the more air flow before reaching 10lbs of boost........
Oh yea our set up will require 60lb injectors.
What ever the real final numbers, it would be a very Happy 2.4.
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you bought the 2.0.
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