My VG super Charger..
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Joined: Mar 2001
Posts: 39
My VG super Charger..
Well, Did my homework and I head to the machine shop and this is what I came home with. Soon to be super charger VG max. It's still early stages of testing and fitting. So, don't flame on how to do this or do that. 
Will update as I progress on this project.
http://www.cardomain.com/id/leeit2me
Will update as I progress on this project. http://www.cardomain.com/id/leeit2me
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Re: My VG super Charger..
Originally posted by LeeIt2Me
Well, Did my homework and I head to the machine shop and this is what I came home with. Soon to be super charger VG max. It's still early stages of testing and fitting. So, don't flame on how to do this or do that. Will update as I progress on this project.
http://www.cardomain.com/id/leeit2me
Well, Did my homework and I head to the machine shop and this is what I came home with. Soon to be super charger VG max. It's still early stages of testing and fitting. So, don't flame on how to do this or do that.
Will update as I progress on this project. http://www.cardomain.com/id/leeit2me
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Joined: Aug 2000
Posts: 1,018
What kind of setup will it be?
I don't hang out in the 3rd gen forums, so I don't know if perhaps the Frontier/XTerra Roots blower could be retrofitted with some work. That idea just popped into my head when I saw "VG Supercharger."
Whatever you're doing, keep us posted!
I don't hang out in the 3rd gen forums, so I don't know if perhaps the Frontier/XTerra Roots blower could be retrofitted with some work. That idea just popped into my head when I saw "VG Supercharger."
Whatever you're doing, keep us posted!
Senior Member
Joined: Feb 2003
Posts: 139
WOW AN ENGINEER!!
Thank god for someone who at least tries to do things right. I can see you have some idea what you are doing. Here are the main issues I see:
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
Re: WOW AN ENGINEER!!
Originally posted by kingcarnage
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
huh!?!?! you're thinking WAAAAAAAAAY too hard! 
majority EFI engines made today are perfectly suitable to run forced induction to a certain limit...the secret prety much is fuel and ignition manipulation. by either minor piggy back equipment(AFC, FMU, etc.) or a total ECU reprogram..."switch to a carb", thats the first time I've ever heard that 
Senior Member
Joined: Jan 2001
Posts: 2,106
Re: WOW AN ENGINEER!!
Originally posted by kingcarnage
Thank god for someone who at least tries to do things right. I can see you have some idea what you are doing. Here are the main issues I see:
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
Thank god for someone who at least tries to do things right. I can see you have some idea what you are doing. Here are the main issues I see:
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
someone shoot me in the foot if we do infact have MAP sensors in addition to MAFS.
Thread Starter
Member
Joined: Mar 2001
Posts: 39
Re: WOW AN ENGINEER!!
Originally posted by kingcarnage
Thank god for someone who at least tries to do things right. I can see you have some idea what you are doing. Here are the main issues I see:
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
Thank god for someone who at least tries to do things right. I can see you have some idea what you are doing. Here are the main issues I see:
1) are you getting enough wrap off of that belt to eleminate slip?
2) are you going to change to a carburated intake, because if not then you need to have the computers lookup tables re-generated in order to handle the change in operating conditions. (When the manifold pressure is high the computer will think the engine is at low load and give the wrong injection quantities and times. Thus is why forced induction is often not as effective on fuel injected engines)
if you already know all of this then I am anctious to hear what solutions you have if any.
As for how much boost will it produce? That has to be determine when I put a boost gauge on it.
For the Belt Slippage? right now without out the grooves on the pulley it's going to slip I know that for sure. Once I get it mounted and test running and know that I am sure it will stay put, then I will have to machine out a pulley with grooves the get more surface area on the belt and pulley. And I can machine out bigger or smaller pulley anyway.
Well, for how I am going to control the fuel and air? Hmm.right now I am just going to slap a FPR or FMU like the guys with S/C on it and see from there. If I have too much boost, I will set the BOV to soft to have it release early then having it slam all that air in the engine and stalling it.
Like ANY X-PROJECT, you just have to go with the FLOW.. there only enough pre caution you can take. You learn a you go, if it doesn't break then your lucky, if it does break, it's back to the drawn board. Doesn't life sucks sometimes...
U wanna try me young boy?
Joined: May 2001
Posts: 1,024
Not h8'n, just some constructive criticism...
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
Originally posted by Scruit
Not h8'n, just some constructive criticism...
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
Not h8'n, just some constructive criticism...
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
If this thing ever manages to produce 2 or 3psi of boost I would consider it a sucess. But the standard crank pully is too small. Try to get an 8" (or more)crank pulley and use an 8 rib belt.
Keep up the good work.
Thread Starter
Member
Joined: Mar 2001
Posts: 39
Originally posted by Scruit
Not h8'n, just some constructive criticism...
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
Not h8'n, just some constructive criticism...
1) Have you accounted for the movement of the engine under changin loads? If you mount the supercharger to the frame/body in the engine bay then when the engine moves it will affect the way the belt contacts the supercharger pulley. If the movement is front-to-back (most likely on a transverse engine) then you have to make sure there is enough slack AND tension to work effectively the forward/backward extremes of rotation.
2) Have you calculated the effective PSI of new supercharger? Your machinework looks excellent, and I have no doubt that (subject to #1 above) it will produce boost... To calculate that you will need to understand the PSI delivered at a given RPM for the turbo (turbine shaft RPM, not engine RPM) whish is probably something in the order of 10psi at 20,000 rpm. Then calculate the speed that you will turn the new supercharger input pulley, easily calculated as a ratio of the size of the crank pulley to the supercharger pulley. ie if crank pulley is 150mm, and your new pulley is 50mm then that translates to 150/50 = 3:1 (yes, I missed pi, but the result is the same) so in this example at 2000rpm you're spinning the supercharger at 6krpm. At 6krpm you're going at 18krpm turbine speed. I'm pretty sure this is along the right lines - if I'm off base then tell me.
So, if you figure out the psi/rpm of the original turbo, then you should be able to predict boost with some modicum of accuracy. It would be a shame to do all that work and wind up with either 3psi, or 30psi - either would suck.
3) Make you you use a BOV. If you start belching 30psi into your intake you'll find your heads in two different counties.
2 - As for for the boost? I am not a turbo expert. It's a T-3 with a .42 trim on it. The pulley is a 1 3/8 in diameter. if you can do the math for me, I will apperciate.
If this project fails or succeeds, I really don't care. It's a dream of mine to do this. Its a Hobby. Love me or hate me it's going to happen..
HAHHAHA...
Thread Starter
Member
Joined: Mar 2001
Posts: 39
Ok. Update to my project. I redesign the mounting plate. (don't say why is there one bolt holding it, It's just test fitting now. Will add two or more support bracket on later.)
http://www.cardomain.com/member_page...=304102&page=3
http://www.cardomain.com/member_page...=304102&page=3
Originally posted by Lordrandall
Someone has to be the pioneer. Go for it man.
Someone has to be the pioneer. Go for it man.
If us 3rd geners had someone like you that worked for a custommaxima or stillen, we'd have a sc or turbo kit avaialable.
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Joined: Mar 2001
Posts: 39
Originally posted by DA-MAX
nice work man...you do all this design work yourself? can't wait to see the end product!
nice work man...you do all this design work yourself? can't wait to see the end product!
But, like everyone said "HOPE IT WORKS".. if not I would just have one of a kind blower in a 3rd gen maxima.. 
haha!!
Senior Member
Joined: Jan 2001
Posts: 1,816
Originally posted by LeeIt2Me
Yup, All this is my idea.. did awhole lot of sketching before coming up with this idea. But, like everyone said "HOPE IT WORKS".. if not I would just have one of a kind blower in a 3rd gen maxima..
haha!!
Yup, All this is my idea.. did awhole lot of sketching before coming up with this idea.
But, like everyone said "HOPE IT WORKS".. if not I would just have one of a kind blower in a 3rd gen maxima.. haha!!
nice work though
Thread Starter
Member
Joined: Mar 2001
Posts: 39
Ok, update. Mounted the supercharger and to my surprise it runs.
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
Originally posted by LeeIt2Me
Ok, update. Mounted the supercharger and to my surprise it runs.
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
Ok, update. Mounted the supercharger and to my surprise it runs.
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
Congrats on putting your money where your mouth is. You definately get my respect
even if i didn't run, i still give you my respect.
Originally posted by LeeIt2Me
Ok, update. Mounted the supercharger and to my surprise it runs.
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
Ok, update. Mounted the supercharger and to my surprise it runs.
It puts out decent amount of air (wish I had a air pressure gauge or boost gauge). I think I have to tighten the tensioner it's slipping I think. But beside that, it's WORKING!!. So, next is the PLUMBING, more of a challenge..
http://www.cardomain.com/member_page...=304102&page=4
I don't think your getting enough "wrap" on the pulley. I am about 45 minutes from brooklyn if you ever want to reference a 4th gen setup.
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Joined: Mar 2001
Posts: 39
Originally posted by delio
Hey Lee, I think your doing a slick job there.
I don't think your getting enough "wrap" on the pulley. I am about 45 minutes from brooklyn if you ever want to reference a 4th gen setup.
Hey Lee, I think your doing a slick job there.
I don't think your getting enough "wrap" on the pulley. I am about 45 minutes from brooklyn if you ever want to reference a 4th gen setup.
Delio:
Well, I made sure I off set the mounting plate where the super charger plate mounts to about 1/4" higher than the other plate(back plate) so the belt rides higher(which takes most of the belt slack)so if I needed more tension I would just tighten the pulley tensioner. Would be great to see an actually max super charger in person, would take you up that offer, Thanks. All my reference is from the internet..
Major props to you for getting this far.
I really don't want to be negative about your setup but I still notice a few issues that you will need to deal with.
PM, IM or email me if you would like to discuss it.
And keep up the great work!!
I really don't want to be negative about your setup but I still notice a few issues that you will need to deal with.
PM, IM or email me if you would like to discuss it.
And keep up the great work!!
Originally posted by LeeIt2Me
Thanks Sprint..
Delio:
Well, I made sure I off set the mounting plate where the super charger plate mounts to about 1/4" higher than the other plate(back plate) so the belt rides higher(which takes most of the belt slack)so if I needed more tension I would just tighten the pulley tensioner. Would be great to see an actually max super charger in person, would take you up that offer, Thanks. All my reference is from the internet..
Thanks Sprint..
Delio:
Well, I made sure I off set the mounting plate where the super charger plate mounts to about 1/4" higher than the other plate(back plate) so the belt rides higher(which takes most of the belt slack)so if I needed more tension I would just tighten the pulley tensioner. Would be great to see an actually max super charger in person, would take you up that offer, Thanks. All my reference is from the internet..