[GTT 280]

No, Distributed Database Management Systems.

Anyway, I reckon this thread has lost it's course for me now. You guys enjoy discussing about the gearing etc.



Cheers,

EB MINI

[911ETR]

Well to get back on track...

I have had both Turbo's and Superchargers. I like Turbo's better in a STOCK vechile just because they are easier to get HP from. If I am doing serious modding then Superchargers are best because of the response etc.

They both make cool noises!

[GTT 280]

Quote:

Originally posted by 911ETR
Well to get back on track...

I have had both Turbo's and Superchargers. I like Turbo's better in a STOCK vechile just because they are easier to get HP from. If I am doing serious modding then Superchargers are best because of the response etc.

They both make cool noises!

Now that's better !!

Thanks 911ETR.

Cheers,
EB MINI

[Wobert]

The major disadvantage with the turbocharger over the supercharger, is the heat that is generated...(I think someone may have mentioned this earlier)....This heat causes a number of undesirables....

It requires additional cooling....both within the lubrication system ie increased flow / more oil capacity (giving a reduction in efficiency), bigger radiator / higher capacity water pump etc.

Turbocharging was originally developed for diesel engines, where the charge temperature during combustion is considerably lower. This combined with an engine that is more robustly configured (due to the higher pressures generated), causes less problems.

Hope this helps!

[ecirwin]

Sorry I am new here, but who does JLM work for. I have seen a pulley at MiniMania and it seems to look something like what he is describing.

Also, how difficult is it to replace the pulley. I have heard that is is very difficult to get the stock pulley off. Also something about removing the supercharger front cover and not wanting to lose any of the precious unobtainable fluid from inside.

[911ETR]

I have also heard that the fluid inside is quite toxic? Will kill you toxic?? This true.

Now to be true to this thread.. Turbo's dont have that nasty fluid.

[jlm]

"who does JLM work for?"

Lou Cipher.

[ecirwin]

Thanks JLM, that helps a lot! It does not bother me in the least that you work for Lou Cipher. You seem to be so helpful with all this other chatter, why not this one?

Not a very friendly welcome to a newbie!

[suprchrgdmini]

jlm is a legend

[jlm]

I run my own metal fabrication business in New York as an excuse to fool around with the mini. I'm not anyone's butt-monkey.

As a newbie, look for those smiley faces to take off any edge.

[911ETR]

Who is Lou ?

[ram_one]

Quote:

Originally posted by 911ETR
Who is Lou ?

It's not Lou. I believe it's Louis Cipher. Cheeky fellow, that Louis.

[ecirwin]

Thank you JLM, I figured from the responses that you were a legend here. Please remember that not all us know who you are. Sorry I shamed you into responding, but that was the only way I figured I could get it out of you. Thanks for working on the MINI and making it better.

So, are you selling the pulley that you made to the rest of us? Does it need professional installation, or can you do it with a pulley puller and a small hydraulic press?

Nice to meet you and hope our future encounters are smoother.

[Charger_Pete]

Having worked on several OEM turbo / supercharger projects, I may be able to shed some light on this. With modern engines and turbo's / Superchargers and control systems, the shape of the torque curve in steady state conditions, for both systems can be changed to suit the application by careful tuning of the system. Hence, generally they will be similar, torque generally being limited by the gearbox. Superchargers have the advantage of more boost at low rpm ( below 1500 rpm ) , but generally the engine is detonation limited here anyway, so the advantage is not so great. However at high speed, the power required to drive the compressor is greater for a supercharger than for a turbo, so the turbo generally has slightly better top end.
In real driving situations, thing are rarely steady state and this is where the performance differences arise. The best turbo systems will always need time to produce boost when starting from an idling condition, where as the supercharger has boost available immediately. This leads to the supercharger feeling smoother, just like having a bigger engine with crisper throttle response. The turbo on the other hand has that roller coaster feel of ever increasing rate of acceleration, which gives the "impression" of speed and makes for confident overtaking. At the end of the day it comes down to horses for courses and personnal preference...... Yer pay yer money.... and takes yer choice!

[Andy@Ross-Tech.com]

Good explanation. Personally, I still prefer the more "fluid" feel of a turbocharger over a supercharger. One BIG advantage of a turbo over a supercharger is boost control. Since boost is regulated by the wastegate (specifically, the selenoid-actuated wastegate rod), this can be varied for different conditions and needs. The turbo can spin anywhere from 0 RPM to 180,000 RPM, as needed. The supercharger, by its very nature, has a fixed relationship to engine speed, 2.06 times RPM in the case of the MINI Cooper S. It would be interesting to see a CVT between the crank and supercharger, as this would allow better performance and fuel economy.

[GTT 280]

Quote:

It would be interesting to see a CVT between the crank and supercharger, as this would allow better performance and fuel economy. [/b]

Please explain...

Cheers,
EB MINI

[Wobert]

EB....

If you were to fit a small CVT (Continuously Variable Transmission) unit between the supercharger and the crank you would be able to vary the speed of the supercharger independently of the crank speed.

A company I used to work at adapted their product for use on the Harrier Jump Jet to feed an alternator drive....

Check this site out...this could be the future....www.torotrak.com

[Bad Ess]

The supercharger is a positive displacment air pump. There is a by-pass in the air path so that unless there is a power demand not much happens. When you hit the throtle or load the engine the bypass shuts and the intake manifold is pressurized. (The blower starts to use horsepower as it is now pumping air instaed of spinning in vacuum.) Because of the belt drive the volume of air through the blower and the volume of air through the engine remains a constant ratio. As the blower speeds up so does the engine. (The volumetric pumping of the cylinders increases with speed.) Thus the realitive boost is linear in the usefull RPM range of the engine. This is the big advantage of a blower. Instant boost is available and at lower revs. than the turbo.

The blower on the MINI is a power hog, at full revs it is using 20 HP! So the engine is really producing 180 some odd HP to get 163 at the crank. Fuel consumption is for a 180 HP engine as well!

Both the turbo and supercharger are great because they can be switched on and off in a sense, coming on only on demand for peak power. This keeps an engine lighter and more fuel efficent that a big block normally aspirated engine of the same peak output.

The blown MINI has very predictable power output curve. A turbo can have hot spots where massive bursts of power suprise the hell out you, especially on slippery roads or cornering.

I have had several turbocharged cars and I do miss the boost sometimes when accelerating in straight line. That's about all I really miss. My MINI is my first with a blower. I love it. I'll keep it.

[jlm]

in process

[Andy@Ross-Tech.com]

Holy spindles!

I can't wait to put mine on. The final parts I need for the wideband sensor are on their way, and we're shooting for a week and a half from now.