Supercharging an L28
Posted 02 July 2009 - 01:14 AM
Posted 02 July 2009 - 05:24 PM
Posted 02 July 2009 - 06:39 PM
Having said that. I've also considered running the supercharger but hiding it under the intake manifold
Posted 02 July 2009 - 09:12 PM
I think they may get in the way of the supercharger
Posted 02 July 2009 - 09:58 PM
yeah u get lag but u also get whiplash and ur internal organs squashed to the seat when boost kicks in . u dont get than in supercharger. to get rid of the lag need to change ur driving style, keep the revs up. when u not pushing it still give u good fuel economy.
from memory sprintex chargers are not cheap. but u may have better deal than i ever got so yeah go for it. at least its somethin different. mounting position would be where the a/c compressor goes. shouldnt be too hard to make up a bracket to suit.
Posted 02 July 2009 - 10:43 PM
Posted 03 July 2009 - 07:11 AM
Posted 03 July 2009 - 10:18 AM
to me supercharger feels like a well tuned NA. yeah u feel it goes better compared to a non blown.the excitement of everything getting dumped at a sweet point in the rpm range is lot more fun for me.
but it will be different and love to see it you go through with it.
Posted 03 July 2009 - 11:20 AM
It is pretty tight getting it all to fit on the passenger side. I am in the process of making custom extractors as I couldn't find a standard set that went anywhere close to clearing the blower that's mounted in the air-con compressor's spot.
For me, an issue was that I couldn't mount the blower any lower down, as it fouled on the engine mounting bracket - I'm not sure if the mount is set further back on a six cylinder block, may not be a bad as it is on a four cyl ??
I used an Eaton M45 off a mini cooper S - would be too small for an L28, but perhaps its bigger brother, an Eaton M90 off a supercharged commodore, may be a cheaper alternative to the sprintex ? The Sprintex would be nice though !!
As far as intercooling goes, I'm using a Subaru RS Trubo water-to-air setup. It will be mounted in the front of the passenger side of the engine bay (between the strut tower and the radiator support panel). Gives a very simple pipe arrangement - a few inches of pipe from the blower to the intercooler, the another few inches from the intercooler back to the throttle body. Again, I'm not sure how well it would cope with the demands of the bigger engine. The issue I had with an air-to-air one was pipe setup - since the blower and throttle are on the same side of the engine, it makes arranging piping more difficult (and longer).
Posted 03 July 2009 - 12:32 PM
Posted 03 July 2009 - 01:33 PM
Posted 03 July 2009 - 05:28 PM
Posted 03 July 2009 - 07:13 PM
DO IT!! After driving my mates AE86 with 4AGZE I fell in love with them, they are just so controllable. I recommend getting an SC14 Toyota charger. It has its own sump and is mounted like an alternator so you can have it on the other side. You will pick one up for around $400 (Sprintex twin screws around $2400...). The other great thing about them is, they have an electric clutch,so you can set them up to be switched off with a switch, or if you have electronic ignition you can set them up to come on with the throttle etc.
Unfortunately they'd be a bit on the small side for an L28 I think. The electric clutch is good though, fun driving an AW11 trying not to make the little green light come on in the dash.... That gets boring pretty quick though!
Posted 03 July 2009 - 07:38 PM
Posted 03 July 2009 - 08:13 PM
1600Dave, Can you clarify how you attached the multigroove pully to the front of the old single groove pully? Was it purchased or manufactured? More info please.
Datsport sell one that is designed for the SC14 supercharger off a Toyota, but it mounts the ribbed pulley section behind the "V" pullley (ie the other way around to the one in my photo). For me, that moved the supercharger another 2 inches or so further back, resulting in more problems with supercharger and engine mount trying to occupy the same spot. So, the one pictured is home-made to better suit the Eaton M45 supercharger I'm using.
Basically, its a stock L18 pulley that has had the inner surfaces ( ie the face where the crank pulley nut is, and the "underneath" part of the "V" pulley) machined flat on my lathe, combined with the ribbed section that I machined off a CA18 pulley. The CA18 was used as its an appropriate diameter to give the amount of boost I wanted. To join them, I turned up a lump of aluminium so that it was a shrink-fit inside the L18 pulley and also had a little locating ring to accurately locate the ribbed piece. Eventually the ribbed section will be attached to the aluminium piece with bolts, and there will be another set of bolts from the rear of the L18 pulley into the aluminium block (in case the shrink-fit isn't enough to hold it in place).
At the moment, its all held together with the big vicegrip you can see in the photo
In the photo below, the ribbed section is on the right, the red pulley on the left is the original L18 one, and the shiny alloy bit inside the stock puolley is the custom-made part that joins the two pulleys.
Posted 03 July 2009 - 08:40 PM
I dont reckon. They were on a Twin cam 2 litre straight six which would flow more than an L28. I think you think i mean the SC12 that was on the 4AGZE, but the SC14 is bigger.
Correct. You mentioned the 4AGZE then directly after a Toyota supercharger, I assumed you meant the 4 cyl one. Not exactly up to speed on turbo/supercharger model numbers, I just don't care enough about them....
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