Originally Posted by SeriesKid

I just want to emphasise why I chose this project:

It uses technology that I am familiar with as a Mechanical and Mechatronic Engineering student
It is VERY low budget and completely reversible
And most importantly...
IT'S SOMETHING DIFFERENT!

I have no interest in port-matching manifolds and doing headwork, as thats's the first thing that most people do. (While yes its a good idea, my funds don't permit me do this AND my project )
I want to have some fun playing around with the tuning on the EFI and create different maps for various applications.
I want to have some fun designing the layout in the cavernous engine bay that our series' have.
And at the end of the day, I want to say......"I have an old 1970 Series 2a Landy.... running EFI and a SUPERCHARGER!"

Originally Posted by subasurf

*considers EFI and supercharging his lawn mower engine*

Originally Posted by SeriesKid

Hi Brian,
Thanks for the comment.
The whole purpose of forced induction on an internal-combustion engine is to increase the volumetric efficiency. You are creating a "virtual displacement increase" - More air/fuel in (mixed with correct ignition timing) = more power.

When the inlet valve opens and the piston moves down (creating a larger volume), air needs to fill this space. It is the difference in air-pressure between that of the cylinder (lower pressure) and that in the manifold (higher pressure) that causes air to flow through the head to fill the cylinder. The flow-rate of air entering the cylinder relies upon three MAIN variables:
1: Rate of volume "created" inside the cylinder.
2: The difference in pressure between the cylinder and the manifold.
3: The cross-section and surface that this air has to flow through.

While yes, your suggestions (relating to the third variable) are good and will increase the flow, unless they are taken to extremes they will not bring the volumetric effiency anywhere near 100%. The manifolds and heads would need to flow faster that the piston can "create" the volume. Also, I cannot do this work myself, which equalls more $$ (this is a VERY low budget project)

Forced induction relies upon the second variable. By increasing the pressure in the manifold, there is a greater difference in pressure between the manifold and the cylinder, thus - greater flow-rate. Greater flow-rate over the same period of time = More air/fuel in the cylinder = higher volumetric effieciency.
Yes, restrictions are restrictions, but they only SLOW flow by a proportional ammount, NOT limit it. All I need to do to get more in the cylinder is turn up the boost.

As you increase the boost level you will approach 100% volumetric effiency. As you CONTINUE to raise the boost level it moves into the >100% region.

On the 1-2-4 inlet manifold front, I will be running sequential injection: 1 injector per inlet, just before the inlet, and timed to fire just after the inlet valve begins to open.

The main thing to remember here is that I am already converting to EFI for efficiency and tunability. I am doing this VERY cheaply and doing almost all of the work myself (exeption: the preperation of the inlet manifold for the injectors).

Once this is done, supercharging is the best performance per dollar improvement I can make. I don't even need to retune the ECU, as I'm using Manifold Air Pressure for mapping.
Toyota SC14 supercharger = $250
Plumbing = $50
Custom pully = $80
Home-made bracket = $5
TOTAL = $385

I can vary the boost anywhere between 5 and 15psi, and with the flick of a switch I can disable the supercharger and have a normal Bruce. And down the track I can take all this off and put it on almost ANY other car, leaving Bruce just as he is now

Originally Posted by Brian Hjelm

I can assure you I do know what I am talking about. Almost 50 years of playing with high performance engines, NA, supercharged and turbocharged...