readily available supercharger kits for klze

[wytbishop]

I don't think this thread is lame. What else are we going to talk about? You expect me to actually work all day???

[nos92mx3]

Whats work?
Id love to find a kl locally for cheap to see if i could retrofit a roots style blower

[IMACHU2]

A little Eaton S/C from a Thunder Bird Super Coupe or a Grand Prix GTP on a Kustom intake would be kool. If only I had a milling Machine!

[IMACHU2]

Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;

[solo_ryder]

A little Eaton S/C from a Thunder Bird Super Coupe or a Grand Prix GTP on a Kustom intake would be kool. If only I had a milling Machine!

Its a snouted Eaton m90 charger. There are a ton of applications that these are used in. Reliability on these are excellent, you can go at least 100,000 miles before a rebuild which is not that expensive.

[fowljesse]

Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;

I don't know if they make carbs small enough.
Maybe dual quad 750cfm double pumpers?

[nos92mx3]

A little Eaton S/C from a Thunder Bird Super Coupe or a Grand Prix GTP on a Kustom intake would be kool. If only I had a milling Machine!

Who needs a milling machine?
You might be able to get away with using the stock runners and just building your own plenum underneath the SC.

[IMACHU2]

Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;

I don't know if they make carbs small enough.
Maybe dual quad 750cfm double pumpers?

HEHE!

http://www.4secondsflat.com/Carb_CFM_Calculator.html" onclick="window.open(this.href);return false;

BDS Blower Quote:
The size of carb(s) or CFM required for a given application can be calculated by the following formula A: {(CID x RPM) ÷ 3456} x {Boost ÷ 14.7) + 1} = CFM required. The amount of CFM required will determine carburetor size and quantity. If you try to use a carb with less CFM than required, performance and economy may be greatly reduced. Bigger is not always better when selecting carbs that are 30% over what is required, you may encounter problems in fuel distribution.

My guesstament (without doing all the math) around a 300-350CFM Carb for a 2.5L (153 C.I.D)
Old School Weiand Roots type blower on a MX-6 engine??
Myth: Plausible!! Did the Math see below \/

[IMACHU2]

Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;

I don't know if they make carbs small enough.
Maybe dual quad 750cfm double pumpers?

HEHE!

http://www.4secondsflat.com/Carb_CFM_Calculator.html" onclick="window.open(this.href);return false;

BDS Blower Quote:
The size of carb(s) or CFM required for a given application can be calculated by the following formula A: {(CID x RPM) ÷ 3456} x {Boost ÷ 14.7) + 1} = CFM required. The amount of CFM required will determine carburetor size and quantity. If you try to use a carb with less CFM than required, performance and economy may be greatly reduced. Bigger is not always better when selecting carbs that are 30% over what is required, you may encounter problems in fuel distribution.

1.8L (110 C.I.D)
110 C.I.D x 7000RPM ÷ 3456 = 222.80
x Boost (5PSI) ÷ 14.7 +1 = 1.34
222.80 x 1.34 = 298 CFM
(300 CFM is a common 2BBl carb Size $20 adapter to Weind blower).

2.5L (153 C.I.D) ÷ 3456 = 309.90
x Boost (5PSI) ÷ 14.7 + 1 = 1.34
309.90 x 1.34 = 415.26
(You can get a 390 CFM Holley 4 barrel which will bolt directly to a Weind blower)

Old School Weiand Roots type blower on a MX-3 or MX-6 engine??
Myth: Plausible!!

[melb30x]

im studying mech eng at uni and im in the motorsports team - we have milling machines available to us! it would be good to get a few design parts all i need to do is throw it into a cad program and cut it out.
simple!!

[Gunn]

do it bro. im in brissy, i got a couple eaton m62s pulled from c180's

[IMACHU2]

The aftermarket likely never put a roots on an MX-3 due to hood clearance. No reason why you could not build a lower intake manafold to fit a Super Coupe / GTP Eaton on it. Just need a power buldge on the hood, or let it all hang out. Having driven a S/C and a GTP, not sure a little light car with that much low-end thrust would be too usefull, would do a really nice smoke show though! I like the remote Turbo idea better since the available underhood real estate is at a real premium.

[onlytrueromeo]

Our cars don't need low end grunt (like stated above) we need more on the top end. Being FWD means we can't launch like AWD for RWD can...so more low end = more spinning tires. If we tune to get power AFTER we've started moving already, then we will be more successful. K series have a short stroke and are not meant for low rpms as much as they are designed for midrange to higher rpms.

I agree, turbos are more useful for a ZE Mx3, or if a charger can be mated for minimal cost, it should only be specced to give power on the mid-top end. If I can peel out easily enough with a N/A ZE, why would I want to make that become a problem?

[Nd4SpdSe]

Our cars don't need low end grunt (like stated above) we need more on the top end. Being FWD means we can't launch like AWD for RWD can...so more low end = more spinning tires. If we tune to get power AFTER we've started moving already, then we will be more successful. K series have a short stroke and are not meant for low rpms as much as they are designed for midrange to higher rpms.

I agree, turbos are more useful for a ZE Mx3, or if a charger can be mated for minimal cost, it should only be specced to give power on the mid-top end. If I can peel out easily enough with a N/A ZE, why would I want to make that become a problem?

Yes and no. You do have it right, you don't want to make traction and wheelspin an issue. However, when it comes to turbo's, to get high-power, you do have to start lowering the compression, and also turbo cams and such start to affect the N/A power of the motor. Mind you, with an S/C, you don't have to worry about the cam issue (you can however get S/C grinds for cams). With a turbo, it would be good to get and design a turbo system to help compensate for that lack of N/A power. I'm sure you've heard the term dyno-queen. Usually cars where they're setup to make huge power, and solely rely on the turbo for that power, and it's such a large turbo, and low end just sucks.

A S/C setup gives a much more linear, N/A-like power output. It does take power to make power, but in racing where you're off and on the throttle, you don't need to wait for it to spool back up.