Supercharging a Type IV?

roger · Post by **roger** » Sun Mar 12, 2006 7:45 pm

I (now) wish I'd gone the supercharger route - ny engine build cost a fortune. Go for it!

Nige · Post by **Nige** » Sun Mar 12, 2006 7:48 pm

With regards to the pulley setup, my type IV had a centre drive on the cooling impellor for the air injection/smog pump thing, it was bolted onto the impellor through a big rubber donut for a smoother take up. It was then mounted via a T shaped mount that bolted onto the ali fan housing part. I still have around somewhere, you're welcome to it if you can persuad me that you need it more than me, I like to hoard for those just incase moments. I hung onto to if I ever fancied a supercharging, but I doubt I ever get around to it.

We had a Polo G40 a few years ago, it was chipped and a tweaked and opened up G-Lader supercharger, it was awesome for a 1275cc, had it on a rolling road and manage 135bhp with 131 torquey things, that was before we had the supercharger work, which was supposedly good for another 10-15 bhp! The sound it made and the look it created on other larger car drivers when they knew they couldn't keep up with a silly little Polo.

Barry · Post by **Barry** » Sun Mar 12, 2006 10:37 pm

Thanks, Nige.

As I'm new to the Type IV, I've not been able to look at the impeller area (I have had the engine out once, but only quickly: long before this idea surfaced). However I did use feelavision earlier today, and thought I could feel some potential drive points: I'll do some surfing and see what the options are. Really need to have a look at a Type IV out of a car to get the full picture.

My initial thought, is that is you take the drive from the outside of the impella, you must have an enormous strain on the end of the crank, impeller etc. Makes me wonder whether you couldn't get the drive from behind the impeller (after mods): less stress you'd have thought.

Roger: yes it looks as though this could be a semi-economic way of bolting on BHP, although I'm looking at something quite modest (certainly well below your car's output), just to keep the costs and reliablility sensible. At the very least, it would be a very interesting exercise (lots of reading I think!) Most of all, it just sounds

to say it's supercharged

.

MdR · Post by **MdR** » Mon Mar 13, 2006 2:28 pm

hot66 wrote:look who was selling one earlier this year

*COUGH*
It is now sold. Bets as to who has just bought it?
Barry - not sure if this is teaching you to suck eggs but :
K-jet
OVERVIEW1
OVERVIEW2
OVERVIEW3
plus the blow thru carb MODIFICATION

Barry · Post by **Barry** » Mon Mar 13, 2006 4:33 pm

Thanks Martin, pleasure doing business, govnor, cheque's on it's way!

Robster · Post by **Robster** » Mon Mar 13, 2006 6:06 pm

Hi Barry,

how about dropping in a subaru engine, not one for the purists, but I believe they will fit in the 914 engine bay, even the suburu impreza turbo engine! (Not sure what you do with cooling though..)

There is a good book called Turbomania, which has a picture of a 914 with a turbo installation.

bonkers.....

-Robster

Barry · Post by **Barry** » Mon Mar 13, 2006 11:56 pm

Power and reliability, hmmm

No, I'm happy with this route: I've always wanted to supercharge something, ever since I heard of someone strapping an aircraft cabin charger to a TR6: very effective apparently. I'm not after mega power, just a little bit more urge/torque: a bit more than an original 914/6 perhaps

.

When I originally started the 911 I considered doing that, but didn't like the idea of the weight out the back, plus it was quick enough for me anyway as it turned out.

steve wright · Post by **steve wright** » Fri Mar 17, 2006 11:45 am

I know Moggy has already chipped in Barry and he is a God when it comes to doing this sort of thing. For my two pence worth, i did some research when looking at options for the Ghia. here's what i found:

Eaton do a number of good blowers - the M45 for up to 2.2 litres, M62 up to 3.5litres or M90 (3 to 5 litres). JAnd John Maher Racing has a lot of experience in getting setups to work as well as his own engine mgmt system (fueling & ignition).

Eaton can be contacted at: Virginia Water, England, ph: 01344-846707, fax: 01344-846709. See www.eaton.com

John Maher can be contacted at www.johnmaherracing.co.uk

Barry · Post by **Barry** » Fri Mar 17, 2006 2:01 pm

Thanks Steve

.

roger · Post by **roger** » Fri Mar 17, 2006 5:11 pm

Hey Barry - what do you think my 914 would be like with a supercharger .... 20% more power = 192BHP. Hmmmm..........

Derek · Post by **Derek** » Fri Mar 17, 2006 6:15 pm

Sounds like the start of a small business to me

or shared development costs?

Barry · Post by **Barry** » Mon Mar 20, 2006 8:04 pm

Roger, you're well on the way: haven't you got 911 cooling?

Getting the drive seems to be a large part of the job on '14s. 192 bhp?? yes please

.

Derek, rest assured, if this project gets underway, it'll all be posted: blow by blow, warts-an-all

First task, not so exciting: get an MoT

roger · Post by **roger** » Mon Mar 20, 2006 10:08 pm

Barry

Yes I do have 911 cooling. Does this make it easier? (this displays my complete ignorance of supercharging engineering)

Barry · Post by **Barry** » Mon Mar 20, 2006 11:23 pm

Looks like we're the short sighted leading the visually impaired then

From what little I've gathered so far, the standard Type IV impeller cooling makes it hard to get a decent drive up to the charger, as usually pulleys have to be attached to the front of the impeller. The problem with this is that by time you come that far out from the crank, there is a large amount of leverage across the impeller and crank end.

I have heard that to be safe, you should run an outrigger bearing to take the side load of the charger belt so coming from the crank you'd have: crank, impeller, supercharger belt pulley with some sort of extension for bearing, bearing. I assume by this point the charger belt must be near the gearlever

.

With the 911 cooling, I take it your fan pulley must be further back (nearer the crank), and I assume that you would then have the option of a) having separate charger and alternator belts or b) Having a serpentine belt around the two.

Having never had the cowling off of a Type IV I don't know, but looking at the pictures in the manual, I wondered if the impeller couldn't be adapted to have the charger pulley grafted onto the back of it, hard up against the crank, with the belt coming up through slots in the impeller housing: if this could be done, you could keep the low profile of the original cooling, and reduce the overhang of the charger load.

Just thoughts at the moment: if the project gets off the ground, I'll see if I can't get hold of a scrap Type IV to take down and look at the various options.

One things for sure, the MOT preparations have confirmed that the first stage will have to be getting the car very much better than it is now: brakes, electrics and bodywork. Having said that, obviously if the plan (and shopping list) is finalised whilst the car itself is being dealt with, it would be easier to crack straight on with the charging/injecting rather than developing the plan much later on (if that makes sense

). Still all hanging on this potential 911 project I've been offered, so everything's still up in the air at the moment.