Please input all the information you find/ have/ links etc in this thread.. i will try to keep the first post as clean as possible with updated information that we find... please try not to fill the thread full of crap or ill have to ask the mods to delete posts... sorry to sound harsh..
8VSupercharging a tall blockSupercharging16VShopping list:-
Eaton charger (M45 = 1.8 kr m62/90 = 2.0 abf)
Megasquirt
Intercooler & pipe work
2xABF gaskets to lower compression
20vt right side inlet and KR 42mm lower inlet welded together
Charger bracket and belts
DV's/BOV'sThat car uses two DV's, that sorted out the blowing off pipes thing as well as fixing a few other issues.
My mk3 daily will be testing another setup which I hope will cut eaton whin and will have a diff air bleed off system.
RR With loads of DV NoiseBuild ThreadsWhining Roots Build Lupo Charged BuildSc0rians BuildBoxmans Mk3 8v BuildN7ndo's Build Thread 1N7ndo's Build Thread 2Track Taxi 16v BuildGeneral Informatione45 on std pulley on 8v 2ltr gti makes 5psi to 5krpm then as the engine cant flow more after that boost climbes to 8-10psi.
intercooler inlet just on cruising is physically hot to touch.
Max speed on the M45 is 16000 rpm at which point it's flowing ~350cfm
Eaton's engineering drawing and performance map are here
http://www.eaton.com/EatonCom/Produc...eId=Eaton Com
@15550 r/min it is chucking in a lot of heat and requiring a lot of torque to drive itsself. With that charger on an 8v, you would get a turbo diesel like drive providing you can gear it right and can control the low down time to torque via the ECU. Tricky enough on a 16v... 1H cam may help in trapping the airflow higher up the rev range.
Use the generic Eaton compressor map as a guide. OEM compressors from Mini Cooper S, Works and Merc W203 differ slighty introducing unknowns.
I would not expect an 8v on STD parts to have high measured hp as seen in 16v varients as the engine will start to restrict the charger air flow post 5000 rpm leading to boost rise in the manifold plenum. I would expect the torque at 5-6psi on an typical M45 appclication to be around 190-210lbft as this is what it tends to be on a 16v unit with a similar charger/levels of boost/rpm, just that in 16v motors, it will hang in there for longer. So I thought that the 2.0 8v peak torque figure is good but made be part of a diesel like torque curve.
On an 8v engine using an Eaton M45 supercharger, at 5psi you should be OK on a STD engine pending a good calibration, but on 10psi you will need to reduce the CR if you are to continue optimising torque as MBT will be det limited. They are heavily det limited around 1800-2500rpm when N/A, so with increased cylinder pressures from boosting this would only worsen. I have actually done this back to back. Same done on a 16v (16vs maintain 6psi on the the STD Merc M45) when we were trying to see what we could get away with. All engines use an air to air FMIC.
The best layout for the charger setup
A few months ago, n7ndo and TOYOTEC went through the above design after benchmarking many OEM applications such as the Mini, Toyota Levin AE92 4AGZE, and W203 180 to 230K.
From experience your application would benefit from lower induction noise and improved tranisent response to maximum torque.
BBM CHARGER SETUP
BADGER 5's CHARGER SETUP
It has been dyno'd on 174bhp, and 170lbft torque, but has the odd annoying flatspot which just gets on ya nerves..
