My new supercharger project
My new supercharger project
I thought of doing something like this but using a actuator instead of the throttle cable (ive actually bought two of the actuators at home), and then a boot controller so you could set it to 0 and have the bypass open all the time,
![[Image: LexuS-Copy.jpg]](http://i65.photobucket.com/albums/h204/Sparkystav/LexuS-Copy.jpg)
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
Sparkystav
28-04-2017, 03:33 AM #13yeah i guessed it would be to do with the clutch, let us know how you get on mate
I thought of doing something like this but using a actuator instead of the throttle cable (ive actually bought two of the actuators at home), and then a boot controller so you could set it to 0 and have the bypass open all the time,
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
all the original components are still there in the TTE units, just the wires have been clipped off, still possible to connect the wires though and make the clutch function, personally I dont see any need to do it but if its something to pass the time then why not
I'm not entirely sure I'm right about this, please correct me if I'm wrong.
As you probably know, the TTE supercharger is an Eaton M62-4 with a locked magnetic clutch. That's super, the rotors are always spinning and providing your engine with a nice boost... or are they?
At close to full throttle the bypass valve closes and boost pressure builds up, but unless the bypass valve is closed air isn't forced into the engine. An open bypass valve equals a leak in the intake system and boost pressure cannot build up. Doesn't this mean the only thing the supercharger does when you're driving slowly is use engine power instead of providing it?
It takes quite a lot of power to spin the supercharger rotors at 3000 to 10000 rpm. At least a lot more than not spinning them.
What i'm going to do is to simply activate the magnetic clutch to save energy = increase mpg.
I'm looking at two options at the moment. The first option is to place a micro switch at the bypass valve stop, so that the supercharger clutch is engaged when the valve is closed.
The other option is to place a switch on the dashboard to manually engage/disengage the clutch whenever I need the extra hp (overtaking etc.). When driving slowly driving around town the supercharger does nothing but use engine power, so why not let the pulley run freely by disengaging the magnetic clutch?
I'm going to upload a video of the magnetic clutch in action to show you exacly what it does.
Edit: The supercharger noise is lovely, but I can't stand hearing it all the time while driving around. With this setup I'd be happy to use an induction kit, as the supercharger noise will only be heard when I give it a lot of throttle.
P.Lindblom
28-04-2017, 05:03 AM #17Ok, here we go :biggrin:
I'm not entirely sure I'm right about this, please correct me if I'm wrong.
As you probably know, the TTE supercharger is an Eaton M62-4 with a locked magnetic clutch. That's super, the rotors are always spinning and providing your engine with a nice boost... or are they?
At close to full throttle the bypass valve closes and boost pressure builds up, but unless the bypass valve is closed air isn't forced into the engine. An open bypass valve equals a leak in the intake system and boost pressure cannot build up. Doesn't this mean the only thing the supercharger does when you're driving slowly is use engine power instead of providing it?
It takes quite a lot of power to spin the supercharger rotors at 3000 to 10000 rpm. At least a lot more than not spinning them.
What i'm going to do is to simply activate the magnetic clutch to save energy = increase mpg.
I'm looking at two options at the moment. The first option is to place a micro switch at the bypass valve stop, so that the supercharger clutch is engaged when the valve is closed.
The other option is to place a switch on the dashboard to manually engage/disengage the clutch whenever I need the extra hp (overtaking etc.). When driving slowly driving around town the supercharger does nothing but use engine power, so why not let the pulley run freely by disengaging the magnetic clutch?
I'm going to upload a video of the magnetic clutch in action to show you exacly what it does.
Edit: The supercharger noise is lovely, but I can't stand hearing it all the time while driving around. With this setup I'd be happy to use an induction kit, as the supercharger noise will only be heard when I give it a lot of throttle.
DJ Wozza Sounds good in theory, so was the charger designed to work this way originally ?Yep, that's how they work in most supercharged cars, including the Merc SLKs. I'm not sure why TTE chose to lock the clutch, but I suppose it was to make the installation in the cars a bit easier. The clutch is usually controlled by the ECU.
Edit: Correction, in the Merc the supercharger kicks in at 2000 rpm
Quote:Supercharger clutch
The supercharger clutch works in the same way as an air conditioning compressor clutch. The pulley itself spins freely on the supercharger input shaft. A coil of wire sits behind the pully and a metal disc sits in front. The front disc is connected to the actual input shaft of the supercharger. When the coil is engergized, the disc is drawn against the rotating pully and they then rotate together as a unit untill the coil is de-energized.
P.Lindblom
28-04-2017, 06:18 AM #20DJ Wozza Sounds good in theory, so was the charger designed to work this way originally ?Yep, that's how they work in most supercharged cars, including the Merc SLKs. I'm not sure why TTE chose to lock the clutch, but I suppose it was to make the installation in the cars a bit easier. The clutch is usually controlled by the ECU.
Edit: Correction, in the Merc the supercharger kicks in at 2000 rpm
Quote:Supercharger clutch
The supercharger clutch works in the same way as an air conditioning compressor clutch. The pulley itself spins freely on the supercharger input shaft. A coil of wire sits behind the pully and a metal disc sits in front. The front disc is connected to the actual input shaft of the supercharger. When the coil is engergized, the disc is drawn against the rotating pully and they then rotate together as a unit untill the coil is de-energized.
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