Euro///Vagens NE Ohio
8v Society #322
8 v b o o s t
There is still a bit of work to be done, and if I find that there is an issue with the rotor housing at some point, I'll be the first to admit that I f'd it up. No big deal. I'll pick up another non-neuspeed charger that I can make fit with custom mounts and an adapter plate on the outlet. Afterall, the only special thing about the Neuspeed charger is the fact that it includes the integrated manifold, which could also be seen as its biggest downfall if you're looking to increase its output.
Or I could just go to a turbo
What's your cost estimate for all of the above, if you don't mind me asking, and has anyone actually run that setup to see the expected results? I don't think I've seen anyone come even close to 220whp with a neuspeed charger, even 200whp. It would seem like you would have a pretty healthy investment in the above.
I'd like to know more about the s-ported housing if you have any info to share. Sent you a PM, too
Thanks - Greg
S-ported housings were not available to the public. It's something I did on my housing.
If you want to get more power, I'd suggest a cutom MP62 setup with the intercooler. It could be mounted in much the same way as the Bahn Brenner setup.
NOT recomended unless your using the linkage setups for hood clearance on MKI chassis cars.
If you do it on a MKIV, you'll **** a piston.
McNeil made 155whp with his NS/SC setup. I don't know where all these 170+ numbers are coming from.
This part # is a must: 244.01.681-02
Last edited by cetanepusher; 08-16-2011 at 09:35 PM.
Ah, I see. I've got mine on an ABA in a mk2, so kinda in between. I checked out that fitting on mine last night and it has a TINY hole in it. I can see how pulling it should make a noticeable difference. I didn't remove it, but wondered if it would be something to consider doing on mine for quicker response (or maybe even just opening up the hole in the fitting a bit).
The following is ment to try to keep in the 16000 RPM supercharger limit.
With 6500 RPM rev limiter the smallest pulley you could run is a 2.2". That would put the actual blower RPM @ 16250
Raising the engine limit to 7000 would put you to a 2.4"pulley putting the blower @ 16042 RPM
The variability in these setups is when the blower comes on with respect to the engine RPM. I realy wouldn't think any of these setups would affect max boost. I'm currently running close to the latter set up. I just wanted to see if people have tried both and what they like.
Im running the C2 30# set up
TT 268/260 cam
TT dual valve springs
BTW thanks for the tip on removing the small brass fitting. I'm currently wrestling with my clutch set up. Long story, but after I get the parts checked its possible that the I got 2 flywheels that were machined wrong by the manufacturer. After I get it back on the road I'll have to try pulling that restrictive orifice.
Last edited by hookdub; 09-02-2011 at 02:22 AM.
Oh, I one thing.
Considering the amount of work it would take to get an IC on the neuspeed SC, I always figured with the amount of work it would take to fab something up is beter directed in a different set up. Wouldn't time be beter spent on customing an M62 setup? I mean to have to cut, weld, machine and plumb it up, you may as well have a blower that can put out more volume, be more underdriven, and be closer to the efficient point in the boost map. Im not sure what the parasitic drag of an M45 is compared to the M62, but maybe thats the point? I wonder what the drag of an M45 is putting out 13# and compare it to an M62 putting out comperable volume/pressure? That is the big question!
..............and that whine from the Eaton is the sh*t.
Not recomended on the heavy cars, or for a daily driver. No reason to screw with the size. Basically, when you want to dick around, take it off, when your daily driving it, put it back on.
Think of it this way, it will slam the bypass shut a LOT faster, slaming the pistons with boost a LOT faster.
As for the MP62, it would be great on a 2.0, but If I were doing it I would wait a few more months. Eaton doesn't just make the new TVS rotors in 1900 and 2300. They are available in R410cc, R900cc, R1320cc, and R1650cc .
Last edited by cetanepusher; 09-02-2011 at 10:50 PM.