Frostbite
TY 4 Stroke God
I was on the phone with Mountain Performance INC. yesterday regarding RX-1 accessories.
They seem VERY excited about their new supercharger for the RX-1. I know early on while the turbos were being developed for the RX-1 MPI was building a supercharger. It worked well with one exception. There was an oil contamination problem when using the engine oil source.
Now, the newest variation has its own independent oil source to eliminate that problem. The new unit weighs roughly six pounds and sits where the battery currently resides. There a new lightweight battery and the supercharger look like it will cost $4,500. They are claiming 230 h.p. and the unit uses the stock (or aftermarket) exhaust sytems. There is absolutely no lag and the unit weighs less than 1/2 of their current titanium turbo kit and costs $800 less as well.
I am very excited about this. I would think that if this unit holds up it would be superior to a turbo set up in many ways. The installation time is about 6 hours compared to at least double that with a turbo, the weight is 1/2 that of a turbo setup and it's a sleeper. No one would have a clue you had it until it was too late.
I really want to hear the results from the first superchargers being sent out shortly. There is an order of 10 coming out soon. Followed shortly by and order of 25. I understand a company named something like Rotrex(?) is building the units.
Excited in Spokane.
Frosty.
They seem VERY excited about their new supercharger for the RX-1. I know early on while the turbos were being developed for the RX-1 MPI was building a supercharger. It worked well with one exception. There was an oil contamination problem when using the engine oil source.
Now, the newest variation has its own independent oil source to eliminate that problem. The new unit weighs roughly six pounds and sits where the battery currently resides. There a new lightweight battery and the supercharger look like it will cost $4,500. They are claiming 230 h.p. and the unit uses the stock (or aftermarket) exhaust sytems. There is absolutely no lag and the unit weighs less than 1/2 of their current titanium turbo kit and costs $800 less as well.
I am very excited about this. I would think that if this unit holds up it would be superior to a turbo set up in many ways. The installation time is about 6 hours compared to at least double that with a turbo, the weight is 1/2 that of a turbo setup and it's a sleeper. No one would have a clue you had it until it was too late.
I really want to hear the results from the first superchargers being sent out shortly. There is an order of 10 coming out soon. Followed shortly by and order of 25. I understand a company named something like Rotrex(?) is building the units.
Excited in Spokane.
Frosty.
tmk50
TY 4 Stroke Junkie
good info thanks!
I'm assuming you have to run race fuel (to get that hp??) - is there a setting on it that allows you to run pump gas?
I'm assuming you have to run race fuel (to get that hp??) - is there a setting on it that allows you to run pump gas?
Turbo Tim
TY 4 Stroke Master
More than likely an array of different pulley sizes will be made to lower or raise boost.
Focker
Pro
We shall wait and see, I would guess that hp number is on race fuel with the most boost available! Unfortunately the superchargers rob hp to make it!
LazyBastard
TY 4 Stroke God
So do turbos. Turbos add back pressure which robs power on the exhaust stroke.
NOS2stage
Newbie
if i had to pic, i would go with the supercharger, removes all lag. when clutch right u will have a beast on your hands... sounds fun, good luck
thebest
Pro
it's not the first supercharge on the rx-1 , my friend got one from last year, second year he run with it, he's got problem first year too much boost on the start, compare with turbo, i told him if he want to put some pic,s here . it,,s made by a yamaha dealer in coaticook, québec.
LazyBastard
TY 4 Stroke God
There is one thing about the S/C that could hurt it compared to a turbo... give it everything immediatly, you raise your chances of blowing something under the hood, AND, you just sit there spinning at the start line until after the competition has already beaten you. Turbo lag helps you get that slow takeoff to help ensure better hookup. For the S/C, a very agressive 162 with short lugs and a million spikes might be needed.
Frostbite
TY 4 Stroke God
Sure that could be the case but the "instant on" problem could be dealt with with clutching. A soft primary spring, a less aggressive clutch weight profile, a less aggressive helix and secondary spring among other things and it could surely be handled.
I would like to see some of them tested by racers this season. If they hold together and really produce 230 hp.p on pump gas I'll be first on the list for on for next season.
Easy installation, no lag, half the weight of turbo, half the installation time of a turbo and a compact unit that fits easily under the hood with no indication that it's there. Deal me in!
Frosty
I would like to see some of them tested by racers this season. If they hold together and really produce 230 hp.p on pump gas I'll be first on the list for on for next season.
Easy installation, no lag, half the weight of turbo, half the installation time of a turbo and a compact unit that fits easily under the hood with no indication that it's there. Deal me in!
Frosty
Mighty
TY 4 Stroke God
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With that theory, the stock clutching could be perfectFrostbite said:
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I want to know where they place the stock oil tank? In the pictures I've seen it's removed and the supercharger drive system is in it's way.
Frostbite
TY 4 Stroke God
If I had to guess, I'd say this it the supercharger they are using. The fellow at MPI said it was a Rotex supercharger. These links provide a lot of information. It says 210 h.p. maximum on this site. It also uses a external oil tank.
http://www.rotrex.eu.com/
http://www.rotrex.eu.com/files/sheet_C15-16_.pdf
http://www.rotrex.eu.com/files/sheet_C15-60_.pdf
Frosty
http://www.rotrex.eu.com/
http://www.rotrex.eu.com/files/sheet_C15-16_.pdf
http://www.rotrex.eu.com/files/sheet_C15-60_.pdf
Frosty
Turbo50Mike
Pro
psi to psi, turbos will make more power.
Superchargers have their place, but also have some shortcomings. First off they do take more power to run as compared to turbos - Superchargers can take as much as 15% of total power output to drive, while turbos generally take 2%.
Secondly, since superchargers are tied directly to the crank, in order to reduce the chance of (supercharger) belt slippage you need to really crank down on the belt tension on the charger - What this does is put alot of load on that front main bearing, as well as an enormous moment force on the crank snout. It's not uncommon to see superchargers rip the snout off of the crank, and have extremely premature main bearing wear.
Next, since the charger is tied directly to the crank, if you have an intake backfire, the SC cannot stop spinning since it is not independent of the engine like the turbo - So backfires usually result in fragmented compressor wheels. When a turbo gets a backfire, it can slow down, and absorb the pop, then speed back up.
Turbos are somewhat more versatile since they do not need to be mounted close to the engine, which sometimes leaves the design and layout up to each individual manufacturer.
Relaibility is also the issue - just look at industry - Every tractor trailer on the highway has a turbo on it, and they could put anything they want on those rigs. Why turbos? Because they are the most efficient, most reliable, and most cost effective way to raise the power level. These trucks run in the 100,000 - 200,000 miles per year and can't afford to be out of service every 10,000 miles for a torn belt or broken crank.
Sure they'll both make power, and people talk about turbo "lag". If the compressor wheel and turbine housing are sized properly, along with a good tune - There should be no "lag".
But what do I know.....
MJB
Superchargers have their place, but also have some shortcomings. First off they do take more power to run as compared to turbos - Superchargers can take as much as 15% of total power output to drive, while turbos generally take 2%.
Secondly, since superchargers are tied directly to the crank, in order to reduce the chance of (supercharger) belt slippage you need to really crank down on the belt tension on the charger - What this does is put alot of load on that front main bearing, as well as an enormous moment force on the crank snout. It's not uncommon to see superchargers rip the snout off of the crank, and have extremely premature main bearing wear.
Next, since the charger is tied directly to the crank, if you have an intake backfire, the SC cannot stop spinning since it is not independent of the engine like the turbo - So backfires usually result in fragmented compressor wheels. When a turbo gets a backfire, it can slow down, and absorb the pop, then speed back up.
Turbos are somewhat more versatile since they do not need to be mounted close to the engine, which sometimes leaves the design and layout up to each individual manufacturer.
Relaibility is also the issue - just look at industry - Every tractor trailer on the highway has a turbo on it, and they could put anything they want on those rigs. Why turbos? Because they are the most efficient, most reliable, and most cost effective way to raise the power level. These trucks run in the 100,000 - 200,000 miles per year and can't afford to be out of service every 10,000 miles for a torn belt or broken crank.
Sure they'll both make power, and people talk about turbo "lag". If the compressor wheel and turbine housing are sized properly, along with a good tune - There should be no "lag".
But what do I know.....
MJB
in the right hands a 250 hp Super charger will smoke a 300 plus HP turbo. Unless the Turbo has no lag. I only know of one out there like that.
LOL
LOL
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