Thread: My 2.25L series 2a gets EFI and a Supercharger!

*considers EFI and supercharging his lawn mower engine*

Originally Posted by subasurf

*considers EFI and supercharging his lawn mower engine*

And now for the lawnmower...
Built to cart beer to the top of Mt Panorama.

And this is how a blower should look

Just a little over engineered...but I like it

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

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. Don't waste money on a blower if cost is the prime concern it appears to be. Bulid a proper naturally aspirated engine, head, manifolds, carbs, camshaft, exhaust and you will have a better engine than a stock engine onto which you have stuck a blower and not attended to the bits that matter.

A good starting point for a beginner at supercharging is to get and study the book, Supercharged! Design, Testing and installation of Supercharger Systems, Corky Bell, Bentley Publishers, 2001, and Automobile Engineer's Reference Book, Molloy and Lanchester, George Newnes Ltd.

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...

See there a breakdown in communication here... this is a 2.25P!!!!!!!!

Great project mate!! keep up the great work I love this thread so far, so much technical knowledge out there at a levle I can understand

If it turns out well you should make some more up and sell them as a kit, could get $1000 for a kit easy I rekon

Now all you need is one of those SUPERCHARGER badges off a supercharged V6 Statesman for the back

Hi SeriesKid

Relative to you, I'm an "elderly green house gas emitter"

But I am stoked with your enthusiasm... and you spell proper!! not bad for a budding ingineer

I think you will have a lot of fun, learn a lot, explore various concepts relevant to your undergrad course... and make your own mistakes

AND, as someone remarked on another thread on this forum, remember to dust off your bus pass... just in case

I look forward to watching Bruce come of age!

Sounds like a great project Serieskid. I am also looking at converting my landy to efi but the easier throttlebody injection route. Ironically I am a mechatronic engineer too (graduated almost 10 years ago though).

My concern would be how well that fairey OD is going to handle the power. I have one too and in the back of my head I always worry it's going to give up the ghost. That whine is great, especially at 100kmh! I tend to use mine as a 5th gear rather than through the whole rev range.

Cheers,

Peter