:sly: OK, maybe that one was too hard. That is a MIKUNI mechanical pump and variable control injector. The integral pump drives off the engine to increase output as the RPMs increase. The cam is lever controled and runs from 120:1 to 20:1, adjustable from the throttle. (TPS for you EFI guys ) Came off of a 1975 SUZUKI RV90 autolube system; keepen it in the family I talked to a few "expert" venders about a solution to machanically control mixture and or occtane level under boost VS normal driving conditions and they said that "this does not exist; you have to go with EFI for proper control" OK, what ever...I got it and all related parts for FREE BTW Chommon this next one is easy...
op: AMR 500 is IN; thanks Gordon, very nice customer service..and daddy does like NEW, from the factory... Electric control engagement, choke enrichment, occtaine 104 injection... Altinator crank pully drive; 4 1/4 VS 2 3/4 A/C....0.5LAMR VS 1L M62... That..that's all folks.. .
Ho, she fits sooo...good... Removed the altinator...bottom mount 2-3/4"..shaved the SC mount to fit (1/4")..NICE Belt algnment is good. Intake piping 2.5"; carb placement..NICE, just over the AC pump body..driver's seat clears.. alignment is just parallel to the center shift cover...nice pulley distance from the crank....engine rotation and charger mass air flow correct.... Just one problem...the SC is UPSIDE DOWN...the gear box lube fill port is on the TOP.. Is it OK to mount a super charger upside down?
Thanks, Yea, I've been looking around and there is not a lot of written material about it. Orientation seems to be an after thought, and I end up searching pics and finding just about every orientation possible for the ASIN, custom and factory...
It's just too much fun... Some day it will be done but I keep getting new ideas and finding new gizmos to include, and when It's done, It's over.. Just too much fun... If anyone has any knowledge of clutch pulleys, that's kind of bogging me down right now and I'd like to move on... ...
Well, well, well.... .. Here I am, working like craze to come up with an original idea, using the MAD MAX (custom) configuration for my build.... and I come across this... http://www.oguraclutch.co.jp/english/e_products/sc/sc_siyou.htm Never underestimmate the greed of the venders...the work is done for you... Execept, mine is going to have a custom snout....so I can bolt it right to the huffer.....and get a "DIRECT" system-off, suck through.. I guess I won't bother posting any clutch pulley or snout configuration specs, as anyone can just order a clutched charger direct... ba#$%@&!...:sly: N.B>>>go with the 6 Ribbed serp belt;; coeficent of friction... ..
CALM DOWN, calm down..... It WILL look something LIKE THIS... http://www.youtube.com/watch?v=1rpGmbCIBqs ..
That's an ELECTRIC MOTOR DRIVE by the way......... The Aussies have a wierd sense of humour... Most clutch pulley manufacturer's recommend a DIFFERENTIAL RPM.. of 3500 RPM...depending, specificaly, on RUBBER STOPS, to take up the BUMP...op: The pulley will SPIN, in all operational configurations; just at different RPMs... PWR-OFF engine RPM(vacuum) VS PWR-ON ratio drive(forced induction) It's a fake... These are not... ..
Going all out.... ``````````````````````````````````... So, I have decided to go all out on the custom aspect of this build... Cost is no longer a consideration, and I want to flex my mechanical and design IQ using any means necessary to achieve what I consider to be my ideal design for the application...I had wanted to keep the cost down, and the application simplified for the "back yard guys" but, this is MY design, and I want to do it right; if YOU can keep up, GREAT!!!! Firstly, is the SNOUT design for the AMR 500, I have a few requirements for the application... 1) To align the belt drive TO the crank pulley drive, with consideration to the position of the intake plenum. A direct intake plenum bolt ON; with belt alignment. 2) A large drive shaft and clutch plate/pulley, in consideration of inertial acceleration and the coeficient of friction , as well as a six ribbed serpt belt for drive integrety. 3) Inclusion of rubber mounts on the clutch plate to take up the "BUMP"; possible RPM differential of +3500RPM. 4) Drive shaft integration, 17mm on the AMR 500; VERY unusual. The A/C unit that I have decided upon meets ALL of these requirements... 94BW -19D629 Junk yard pull>>96 mercury mystique>>$50.00......See manufacturer pics below... Meets ALL of my requirements, but most importantly, has a 17mm mid mount drive shaft that CAN be directly mated to the AMR 500... Shaft coupling for 17mm was not easy, contacted the industry standard manufacturer directly, as they have standard applications of 16mm or 20mm, custom milling for 17mm from 16mm was possible however, they could not sell it to me due to retail contracts etc.; gave me contact for wholeseller in Canada, who could ALSO NOT sell it to me directly, gave me contact for retailer in my area that COULD order the custom part for me. Price VS MSRP>>100% mark up. BUT, cost is no longer a factor; custom shaft coupling is enroute... Base plate mounting surface, stainless steel, CNC milling, is also "UNDER CONSTRUCTION"... A lot of work for a 50% gain in PWR/Tourque; but it IS POSSIBLE and can be done... ...
Designing is fun... ... Now THAT, was fun... Let's see what the CNC can make of it... Sorry about the quality guys, the upload space is pitifull, I have to shrink my stuff to pin size... ..
Tolerance of the tolerance measured by the tolerant. ... I remember this stuff from back in my college days, too much error in the system>>>ghosts in the machine... When you get down to .001mm and or thou of an inch in a design to run a program on a cnc machine or a flow jet with tol of o.ooo8mm production capability, things get a little sketchy...corrosion of the material...previous line production errors; the math does not always measure the dimensions of the part....and the law of cosines, is just a theory... Got a friend's laser measuring equipment out to scan my old parts and found that my micrometer was OUT by a full degree for the mounting points on the clutch pulley mount. Much appreciated before the plate construction... Could have been an error that would have reduced the life of the bearings in the construction. 0 bearing back lash on the 17mm shaft coupling and Axel heat extension (4TRPM differential, manufacturer recommendation) of .06mm due to the thermal operating range. BTB, my local machine shop refused to use the cnc for the project as not cost effective for a one-off, they wanted to do it by hand, on the indexing machine, tolerance, man hours, not sure they said..."It's by the hour"... Allcut inc in Kitchener now has the design specs, waiting to hear back... ...
Learn, learn, learn Download the free software, design your own part while sippen in the back yard Set you tol, chose material, very powerfull program.. Then, place your order..and wait for it to come in the mail...op: eMachineShop What could be easier?
I hope you're interested in trying it out Don. I'd really like to see an AMR 300 with a mini truck A/C clutch pulley, compact and cool. My extension is going to be about 7" total off the face, from the intake center line to the crank but that includes a six rib serp, I think you could get away with the four on the 300 and shorten things up a little.
Prefection is not only expensive but time consuming. Custom stuff doesn't happen fast and my head is starting to hert. Try talking to a linear actuation design engineer and a Grainger counter service person on the same day. 100 point IQ spread and you have to be fluent in Boss. MIT and Nuffie. :sly: Still only 2/3 of my components have come in. But it will be done, and then I'm going fishing...
Think, learn, design, build...... ... I AM having a lot of FUN with this project but my vendors are starting to lag. Parts are starting to come in but, I still can't believe that a machine shop can justify a three week lead time for a 90 minute milling job. The construction will be over designed as I'm sure that it will see more applications over it's 100,000 mile life time. I can't wait to get the unit installed but perfection takes time and I'm willing to wait for the promised performance. I plan on taping some before and after road trials with a "clean" truck and pulling package to be posted, if we end up getting some kind of mini truck channel in the future. As I've previously posted, no one has to build a custom unit, as a clutched unit can be sourced from Japan. I just wanted to build mine to fit the DD51T perfectly. Water meth or octane boost, I still haven't decided what I will be pumping... Design is the dream of the child, application, that of the man... ...
... Thanks for the Hype Greg, I know I've left a few guys behind but I'm really not trying to get all MIT complicated and shi*, I've just gotten bogged down in the finer details and precision of the clutch aspect of this project; finally getting to use the college degree to some practical use. I REALLY DON'T WANT TO DISCOURAGE ANYONE FROM THE SUPERCHARGER OPTION. You CAN order a clutched unit, and plumb it with 8 or 9 inches of tubing and get the same result. It's just that I've gotten into the land of the flee, and I am mesmorized by the quality of the custom designed parts that can be had. Anything IS possible, and I am flexing my muscles. Can you appreciate the fact that I can "BLOW" on this END/ALIGNMENT bearing, and it WILL "FALL" into place? ... ...
The dream, the fantacy ... The ford falcon, the dream, perfect.... but still the fantacy, the fake... http://www.youtube.com/watch?v=KnaQNfkzSpo&NR=1 To build so close to perfection, and fall short...PAIN...SORROW... American muscle, YES, SUPERCHARGED?....No... ....op: ....
Candy? ... Project Toyota Celica Part III Bolt-On Boost--Blitz Supercharger From the February, 2009 issue of Turbo & High-Tech Performance The ECU is also responsible for activating the clutch that puts the supercharger to work. Fuel economy is not dramatically affected under cruising conditions since the clutch to the supercharger is left idle and not drawing a load on the pulley system. Making horsepower is simple right? Slap on an air filter, exhaust and header system and gain 20 hp, right? Well, not really. That may have been true a decade ago when manufacturers still used cast-iron headers and crimp-bent exhaust systems to lower production costs. Today trying to squeeze extra horses from a late-model import engine can be a bit more challenging. Installing an aftermarket exhaust, header and filter might gain only 10 hp and that is if you're lucky. Many vehicles rolling off the production line already incorporate a tubular header system and mandrel-bent exhaust, laying down a major challenge to the aftermarket. For instance, we squeezed an additional 8.2 hp out of Project Celica by adding a Veilside titanium exhaust and an Injen cold-air intake. Beyond the simple exhaust and air filter bolt-on, finding performance products for the current-generation Celica ('00 and up) is not an easy proposition. Fortun
Thats cool op: Smoking dube^^^^; see me you can. Sometimes I can't understand what I'm talking about ether..:sly: I just finished some bench testing on my mikuni pump with various 12v motors. Don't want it to run full time of cource; just under boost. I can't seem to get more than 4cc per minute max out of it running 49/51 water meth; I was counting on 9 to meet the 10% street mix recomendation. I think I'm going to end up using the choke enrichment as well. About 10 points up on octain and 10% enrichment. Should be enough to beat out the rattle and drum but thats about as far as I can go before actually bolting it on. Once I get the pump and electric motor drive assembly together, mill up the main drive pully, source a tentioner, build a wiring harness.........naw..this is all fun stuff... MORE PICS TO COME! Videos Too!....Are we there yet with the video thing? Can't we just get a site sponsored youtube account? ...
Math is the master..... ... So let's go... 37imp mpg =37miles/4.54609L =59.5km/4.54609L =13.1km/1.0L =7.6L/100km---@80kph =7.6L/75 minute =0.101L/minute =101cc/minute And @ a 10% mix of water meth; 10cc/minute @ 5800RPM or 3/4 WOT And 0.17cc/minute @ 1000 RPM or 0 WOT OR 0.17cc/second @ 5800RPM or 3/4 WOT And 0.003cc/second @ 1000 RPM or 0 WOT The question here is, what oreface can atomize at 0.17cc/second? 0.17cc=0.17ml Let's look at it another way; 0.17ml= 170 cubic milimeters So, what oraface can atomize 170 cubic milimeters per second? Don't laugh, this is the proper mix, and I have located an electric motor that will drive the mukuni to produce 10cc/minute at WOT; bench testing is complete. ...
Bending the world to my will.... ... Having such a small motor means a VERY small amount of attomized water meth to be introduced into the intake air stream. It is variable, controlled by the mukuni pump but, you can not tell the difference visually. Even at MAX output, there is a very nice attomization profile bye eye, but my shutter speed is not fast enough to capture it and it SHOWES as dropletts. Here is the solution that I have come up with for a 2.8 cubic milimeter instantanious injection with a pumpspeed at 60 herts. (170 cubic milimeters/second) Pics you have asked for, enjoy... In the world of the flee, speed determines the winner... ...
Glow Shift Rocks... .. Finishied the cluster... System-Disarmed System-Armed System-BOOST Yea, It's just dim and bright, but It's the logic control system integration that makes it cool ....
