Discussion
Any more developments on supercharger kits for Rover V8 engines.
I rather like my 4 litre, just got to know the car and its little foibles. ;)
but i could do with more power and i fancy being a bit different. I don't want the power lag associated with turbos either.
I know i could sell it and go and buy a 500 but thats too easy.
Any information will be gratefully received, i want to learn as much as possible before i dive in and IMHO you can't beat personal experiance and recommendations for guidance.
I rather like my 4 litre, just got to know the car and its little foibles. ;)
but i could do with more power and i fancy being a bit different. I don't want the power lag associated with turbos either.
I know i could sell it and go and buy a 500 but thats too easy.
Any information will be gratefully received, i want to learn as much as possible before i dive in and IMHO you can't beat personal experiance and recommendations for guidance.
The "buy a 500" is definitely the sensible option! If you after sensible solutions, extra capacity is generally the best bet, with forced induction or exotic high-revving mechanical bits making more sense when you reach your practical capacity limit.
If you're interested in supercharging because you want a supercharged car just for the hell of it, it would be worth talking to TVR Power about the centrefugal blower kits they announced recently. They sound quite cheap given the amount of work involved, but my feeling is there are some substantial costs not covered in those prices.
Alternatively if you're interested because you want to do it yourself, there is rather a lot to it but Corky Bell's books are a good starting point.
If you're interested in supercharging because you want a supercharged car just for the hell of it, it would be worth talking to TVR Power about the centrefugal blower kits they announced recently. They sound quite cheap given the amount of work involved, but my feeling is there are some substantial costs not covered in those prices.
Alternatively if you're interested because you want to do it yourself, there is rather a lot to it but Corky Bell's books are a good starting point.
jsr said:
When did TVR Power annouce a supercharger kit?
Please provide more details if you know any - i can't find anything on their website relating to superchargers
Cheers
They had them on show at the Monster Meet. They are using a centrefugal blower in front of #1 cylinder, two sizes available, for the larger size they use a charge cooler.
It looked like quite an elegent solution. Bear in mind that with these centrefugal blowers the boost builds with revs, they don't produce the huge instant torque that positive displacement blowers do.
I did put in a low overlap cam and drop the compression ratio a bit. The cam change was to try to address a running problem at idle (didn't help as it turns out), the CR change was precautionary to reduce the risk of little end problems given that I was starting from a relatively high compression engine (10.5:1). I suspect I could have got away without either of these measures. It was running happily for several months on the original cam and CR. I haven't stopped spending yet so I can't tell you how much it costs, but the bulk of the costs have been on the engine management side rather than the blower itself and I guess these costs would be common to most systems.
GreenV8S said:
I did put in a low overlap cam and drop the compression ratio a bit. The cam change was to try to address a running problem at idle (didn't help as it turns out), the CR change was precautionary to reduce the risk of little end problems given that I was starting from a relatively high compression engine (10.5:1). I suspect I could have got away without either of these measures. It was running happily for several months on the original cam and CR. I haven't stopped spending yet so I can't tell you how much it costs, but the bulk of the costs have been on the engine management side rather than the blower itself and I guess these costs would be common to most systems.
Sounds like a lot more work than i thought. I was expecting that a re-map session on the rollers by Mark Adams would suffice. I guess it also depends on how much boost pressure is going to be used but i wasn't going to go for a high value to keep the reliability.
It is worth noting that i would fit a charge cooler at the same time because i have a mate who builds bespoke rads and charge cooler/intercoolers. Would this help reduce the amount of engine management changes by reducing the chances of detonation
GreenV8S said:
When did TVR Power annouce a supercharger kit?
Please provide more details if you know any - i can't find anything on their website relating to superchargers
Cheers
They had them on show at the Monster Meet. They are using a centrefugal blower in front of #1 cylinder, two sizes available, for the larger size they use a charge cooler.
It looked like quite an elegent solution. Bear in mind that with these centrefugal blowers the boost builds with revs, they don't produce the huge instant torque that positive displacement blowers do.
Sweet! I'm not chasing big power, but a small supercharger would be great to add a bit more poke.
else said:
I did put in a low overlap cam and drop the compression ratio a bit. The cam change was to try to address a running problem at idle (didn't help as it turns out), the CR change was precautionary to reduce the risk of little end problems given that I was starting from a relatively high compression engine (10.5:1). I suspect I could have got away without either of these measures. It was running happily for several months on the original cam and CR. I haven't stopped spending yet so I can't tell you how much it costs, but the bulk of the costs have been on the engine management side rather than the blower itself and I guess these costs would be common to most systems.
Sounds like a lot more work than i thought. I was expecting that a re-map session on the rollers by Mark Adams would suffice. I guess it also depends on how much boost pressure is going to be used but i wasn't going to go for a high value to keep the reliability.
It is worth noting that i would fit a charge cooler at the same time because i have a mate who builds bespoke rads and charge cooler/intercoolers. Would this help reduce the amount of engine management changes by reducing the chances of detonation
Else
There was two different size blowers at the meet in three kits.
The first was the small blower, a bolt on with a re-map as you wanted.
The second was the bigger blower, but then you need to cross bolt your crank.
And the third was a complete engine re-build with about 550 horses!!! Nice
DodgyDave said:
GreenV8S said:
I did ........... to most systems.
Sounds like a lot more work than i thought. ...............by reducing the chances of detonation
Else
There was two different size blowers at the meet in three kits.
The first was the small blower, a bolt on with a re-map as you wanted.
The second was the bigger blower, but then you need to cross bolt your crank.
And the third was a complete engine re-build with about 550 horses!!! Nice
Thanks, I'll contact Dom @ TVR Power for more details.
seasider said:
The second was the bigger blower, but then you need to cross bolt your crank.Mines already cross bolted...
I wonder if the supplier needs a test bed car
Ahh but I do know the next test bed will be on a four litre or the four point two!
The five is being built at Power at the mo. Once built it will be run on a dyno to get the correct mapping.
Then its on to the fours
All the official info from the day at Snetterton
AUTOdesign Ltd together with TVR Power have developed two cost effective power units able to
utilise the full potential of the TVR chassis system maintaining drive-ability for both road and track usage.
Three systems are to be available, each satisfying different demands
System 1
Supercharger system to be installed and produce a power/torque curve within the capability of the standard build engine needing the minimum change to the engine and ECU system. The objective being approximately 50-70 hp increase over standard engine output.
Availability December 2005
System 2
Supercharger having the capability of producing 450+hp to an engine and management system suitably modified to control and accept the higher internal engine and transmission forces.
Availability December 2005
System 3
An Inter-cooled variant producing optimum power of 500+hp is currently under development and will be available early 2006.
The Rotrex Supercharger chosen for these installations is renown for efficiency, performance and reliability and employs leading technology to achieve compactness, high efficiency power output with low noise emissions. The installations are suited to either Non-Power Assisted Steering and Power Assisted variants and will be available from December 2005.
For further information contact:
Colin Harvey
AUTOdesign Ltd
Tel: +44 (1277)225000
Dom Trickett
TVR Power Ltd
Tel: +44 (2476)366177
AUTOdesign Ltd is a design consultancy supporting major vehicle manufacturers with vehicle and engine design and development.
>> Edited by DodgyDave on Friday 23 September 14:18
AUTOdesign Ltd together with TVR Power have developed two cost effective power units able to
utilise the full potential of the TVR chassis system maintaining drive-ability for both road and track usage.
Three systems are to be available, each satisfying different demands
System 1
Supercharger system to be installed and produce a power/torque curve within the capability of the standard build engine needing the minimum change to the engine and ECU system. The objective being approximately 50-70 hp increase over standard engine output.
Availability December 2005
System 2
Supercharger having the capability of producing 450+hp to an engine and management system suitably modified to control and accept the higher internal engine and transmission forces.
Availability December 2005
System 3
An Inter-cooled variant producing optimum power of 500+hp is currently under development and will be available early 2006.
The Rotrex Supercharger chosen for these installations is renown for efficiency, performance and reliability and employs leading technology to achieve compactness, high efficiency power output with low noise emissions. The installations are suited to either Non-Power Assisted Steering and Power Assisted variants and will be available from December 2005.
For further information contact:
Colin Harvey
AUTOdesign Ltd
Tel: +44 (1277)225000
Dom Trickett
TVR Power Ltd
Tel: +44 (2476)366177
AUTOdesign Ltd is a design consultancy supporting major vehicle manufacturers with vehicle and engine design and development.
>> Edited by DodgyDave on Friday 23 September 14:18
!! DodgyDave said:Impressive. Wouldn't be the case for me though, with my SD1 jobbie! A TKO, a'la jellison would be in order!
The box is good for all except the 550 brake engine.
In which case you have to change 5th gear for a straight cut.
Thing is though, with these options for the older cars, someone better be beavering away on FA for the SP6 engine!
DodgyDave said:Just thought a local one might be needed
DodgyDave said:
The second was the bigger blower, but then you need to cross bolt your crank.
I wonder if the supplier needs a test bed car
The five is being built at Power at the mo. Once built it will be run on a dyno to get the correct mapping.
Gassing Station | Chimaera | Top of Page | What's New | My Stuff