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John16v

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advantages

 

superchanrge gives more power thro out the rev range

turbo gives more power than a supercharger

throttle bodies just let you have more air in to the engine

 

diadvantages

 

super chanrger uses power from the ening to work so not Good in the long run

turbo has turbo lag and only work for bout 2-2.5k revs

throttle body only lets yu suck more air in so not has powerful as the other two

 

(My choice o any of these woul be a turbo i have a booklet from my ford technition traing and the info i have given you is in this booklet i have)

 

 

nope this is helpfull

 

(sorry if a bit long)

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ill let u know in a couple of weeks how easy it is to drive  :innocent:

 

Second thoughts; SuperCharge it !! Evo doesnt have any escort wiv superchargers do they ?? Then we got turbos mk6, TB mk6 :D

 

 

I looked into it ages ago, wasnt feasable then, coundnt find a supercharger to fit

 

If we could, I could well have been the owner of Dave W's car and it would have been supercharged :))

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I've got a Visteon VTES electric supercharger unit sitting in my room, gives a far faster spin up rate and is far lower maintenance than a mechanical supercharger. Spins to 70000 rpm in 0.08 seconds. Requires a second battery due to the I^2R losses in the power cables, but may well be a more sensible option than a normal belt driven supercharger plus its far easier to fit.

 

It'll also fit anything from a 1.1 popular fiesta, to a 2300 DOHC Zetec. Good eh? Now I just gotta get a manifold made for it and it may well go on. I'm rapid prototyping a manifold shortly out of ally so that should be done soon. Workin on the map for it. Can't quite get the torque curves right and am struggling to get the fueling right.

 

Will let you know how it goes!!

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I've got a Visteon VTES electric supercharger unit sitting in my room, gives a far faster spin up rate and is far lower maintenance than a mechanical supercharger. Spins to 70000 rpm in 0.08 seconds. Requires a second battery due to the I^2R losses in the power cables, but may well be a more sensible option than a normal belt driven supercharger plus its far easier to fit.

 

It'll also fit anything from a 1.1 popular fiesta, to a 2300 DOHC Zetec. Good eh? Now I just gotta get a manifold made for it and it may well go on. I'm rapid prototyping a manifold shortly out of ally so that should be done soon. Workin on the map for it. Can't quite get the torque curves right and am struggling to get the fueling right.

 

Will let you know how it goes!!

 

 

is this just summat that goes in line somewhere along the induction route? ?(

 

 

and theres no such thing as a 2300 DOHC Zetec ?( ;)

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I've got a Visteon VTES electric supercharger unit sitting in my room, gives a far faster spin up rate and is far lower maintenance than a mechanical supercharger. Spins to 70000 rpm in 0.08 seconds. Requires a second battery due to the I^2R losses in the power cables, but may well be a more sensible option than a normal belt driven supercharger plus its far easier to fit.

 

It'll also fit anything from a 1.1 popular fiesta, to a 2300 DOHC Zetec. Good eh? Now I just gotta get a manifold made for it and it may well go on. I'm rapid prototyping a manifold shortly out of ally so that should be done soon. Workin on the map for it. Can't quite get the torque curves right and am struggling to get the fueling right.

 

Will let you know how it goes!!

 

 

is this just summat that goes in line somewhere along the induction route? ?(

 

 

and theres no such thing as a 2300 DOHC Zetec ?( ;)

 

 

think he means the 2.3 galaxy engine lee ?(

 

is it one of those electric superchargers off ebay?? ?( ?(

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I just meant the 2.3 ford engine, the unit's capable of increasing air flow up to a capacity limit of around 2300cc.

 

You won't find one on ebay mate, search Visteon VTES on google and you can get loads of info on it, its been in development for about 4 or 5 years and to quote their publicity statements, it gives 1800cc performance from a 1200cc engine. The figures all compute too, it really does give a significant torque enhancement. I'm currently fitting it to a 600cc Triumph TT600 motorbike engine thats sitting in a Formula Student car for next years events, but plan to stick it on mine when i'm done with it. The current releases are only 1st generation, but the next set should be even better.

 

The unit sits happily in the induction path, and dependent on whether you want mechanical actuation or drive by wire (map and efi), increases air flow whilst drawing about 100 amps from your battery... which no current alternator will keep up with, so you have to choose your map according to what you want from the unit, and give it the ability to turn itself off when the batterys going flat. Uses a deep cycle battery to give the longest length of life, but unless you're going to spend over 95% of the run time at over 80% throttle it'll be fine. Momentarily it draws a phenomenal current, something like 400 amps which is the reason for the I^2R losses and the requirement to run a second battery (which is damn heavy).

 

Mapping it for an engine thats meant to run at twice its design speed, with half the design capacity isn't easy though... Keep getting flat spots when its run on our dyno. Oh well!!

 

They've released it on several cars so far in 1st generation form. Fiats and various other vehicles with notoriously poor low capacity petrol engines.

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I just meant the 2.3 ford engine, the unit's capable of increasing air flow up to a capacity limit of around 2300cc.

 

You won't find one on ebay mate, search Visteon VTES on google and you can get loads of info on it, its been in development for about 4 or 5 years and to quote their publicity statements, it gives 1800cc performance from a 1200cc engine. The figures all compute too, it really does give a significant torque enhancement. I'm currently fitting it to a 600cc Triumph TT600 motorbike engine thats sitting in a Formula Student car for next years events, but plan to stick it on mine when i'm done with it. The current releases are only 1st generation, but the next set should be even better.

 

The unit sits happily in the induction path, and dependent on whether you want mechanical actuation or drive by wire (map and efi), increases air flow whilst drawing about 100 amps from your battery... which no current alternator will keep up with, so you have to choose your map according to what you want from the unit, and give it the ability to turn itself off when the batterys going flat. Uses a deep cycle battery to give the longest length of life, but unless you're going to spend over 95% of the run time at over 80% throttle it'll be fine. Momentarily it draws a phenomenal current, something like 400 amps which is the reason for the I^2R losses and the requirement to run a second battery (which is damn heavy).

 

Mapping it for an engine thats meant to run at twice its design speed, with half the design capacity isn't easy though... Keep getting flat spots when its run on our dyno. Oh well!!

 

They've released it on several cars so far in 1st generation form. Fiats and various other vehicles with notoriously poor low capacity petrol engines.

 

I'm synical (sp) :))

 

 

do a before and after on the Zetec on the same rolling road on the same day and I might change my mind that its a waste of time :)

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