Super VXer
my question from day one: can this engine even handle being supercharged? (i obviously know it has been done...) it seems to have enough problems as is - is there really that much to gain without compromising what little integrity these engines have in the first place?
Super VXer
Newthings had his VX s/c'ed @ 23k miles. For the time being, I own it, and it is sitting @ 98k miles. It was driven 39 hours straight from Oregon to Tx via I-5 to IH-10, towing a small U-Haul trailer full of stuff, and it never batted an eye. Normally that trip only takes 33ish or so hours, but in Cali, all vehicles towing a trailer have a speed limit of 55mph. Also encountered very inclement weather in AZ (pouring rain the entire way), NM (high winds/dust storms/icy conditions) and TX (ice and snow flurries). Night and day difference between my N/A VX and the S/C'ed VX.Originally Posted by evillecutter
Super VXer
Jerry Lemond has a supercharged Trooper that never gives him a minute of trouble. Been on there for years trouble free. I know it isn't a VX but it is a 3.5.
VXer
I have to agree with Eternal21. Have had my super-charger on since 70k, have over 150k now. Did have an engine failure at 124k, but that had nothing to do with the supercharger, typical oil problem and spun #1 connecting rod bearing.
Should mention that putting the super-charger on the motor in the VX caused several ODBII codes till the engine failure, lean on accel, mass air flow low voltage, bank ?? lean... Swapped out intake gaskets, injector o-rings... Problem persisted so I blamed the super-charger.
While rebuilding the motor contemplated not re-installing the super-charger, kept the original manifold just incase. Did re-install the super-charger while the engine was on the engine stand and was very careful with the gaskets and o-rings, 26k and not a single CEL.
Recently broke the serpentine belt, the idle pulley bearing froze. Noticed that I wasn't accelerating like before and was surprised to see the belt missing. The VX ran just fine till I replaced the bearing and belt. WOW what a difference the super-charger makes!
Dan
Super VXer
Have you had some bad luck with them evil? I reckon they are as tough as nails! They can run big ends or camshaft bearings if the oil isn't changed regularly, but other than that very little else goes wrong. The open deck limits the ultimate amount of boost, and they're thirsty little suckers though!
The answer is more power! What was the question?
'Zoid
Evillecutter!
I can't answer... :-(
I do not understand, my English very bad...
Last edited by NikitaKoval : 01/07/2014 at 11:48 AM
'Zoid
Hello, Robbomaz!
As your Jackaroo?! The amount of the boost you reached? What Ecu use ?! what ratio use in charge to 2-3 psi ( standard motor 6ve1, without the catalyst). what improvements have applied for 4l3e? Thank you! :-)))
Super VXer
Nikita
Yes, Jackaroos! Most setups are just using 3 psi with the Isuzu ECU, with around 175 rear wheel hp.
One is using 7 psi, standard ECU with a 7th injector for 245 rwhp
One has aftermarket injectors, and a Haltech ECU for 265 rwhp on 8 psi - now has the engine apart to close the deck, lower compression pistons and tweak the oil galleries in anticipation of 'going nuts'!
All the hp numbers were with 33" tyres. Cant help regarding the auto sorry, we are all manuals. The US guys would be the auto experts for sure!
'Zoid
Thanks for the reply! At a pressure of 3 psi, what the ratio of the diameters pulley??
Petos, Hello! I am on our Russian forum and machine bought from the forum, read all the back and forth, generalizing information :-) will Soon begin its branch on the construction of the compressor VX
Super VXer
Those are some low numbers (for base boost and power). I have been hearing 5psi with a basic Alpine kit. As HP figures, which dyno are you using? DynoDynamics?
Have you guys considered using AEM FIC for tuning? It is a piggyback system with a much better approach than the old Apexi AFCs.
96 Eclipse Spyder GSX (already turbo, AWD swap)
93 Eagle Summit AWD (4G63 turbo swaps)
Super VXer
We are always conservative in power claims Leon
While the numbers seem low the gain in power is close to 30%, which is not to be sneezed at.....Seriously though there is a method in the madness
You have to consider what environment we developed for - it was quite a simple idea - the main target (don't laugh now) was to be able to achieve 'float speed' over the infamous corrugations on the Canning Stock Route, about 105 km/h is enough speed to skim the tops - in the bottoms is a fine clingy dust that is worse than mud for rolling resistance, you either do 100+ or 20, anything in between shakes everything to pieces
With a truck loaded for two weeks camping even redlining third before picking fourth she simply didn't have the grunt to hold float speed even at WOT, with fuel use around 35 litres per 100
Even with 280 litres of fuel tankage that's not enough. Fuel depots can be 1000-1200 km apart out there.
It is possible to get a very very long way from the nearest human/fuel/beer etc in Australia (Well, maybe not the beer) so the first priority was bulletproof reliability
Here we found that 5psi was 95% or more injector duty cycle, with the start of detonation audible in the headphones so we took 80% duty cycle and no knock at all on 91 octane as the base. In parts of the Outback the only fuel is a product called Opal (developed as a fuel you cant get high from sniffing...a problem in some of the Indigenous communities...you can fill in the blanks there!) which is in the 80's octane wise, so we considered that sometimes you might have Opal mixed with your 91-to-98 octane good fuel, or a whole tank of the stuff.
All the kits we fitted we did 'before and after' on our own Dyno Dynamics.
My own truck dynoed at 134hp before, 175 after on 3.3psi at 81% duty cycle
The truck that did the Stock Route did 128hp before, 174 after, 3.2 psi and 80% duty.
On a revisit to the CSR last year he found that not only could it achieve the required speed in fourth it did it at 40-50% throttle, and returned 22l per 100. This despite having added a rooftop tent and roof rack.
Mission accomplished
New Member
Hi guys...
Been following this thread for years...
We ran 0.48 bar (7psi) on 95 with stock injectors with no problems on the old alpine chargers... (201 rwhp) I have the graph somewhere... (122rwhp before charger)
My friend runs a vortech charger at 8.7 psi with stock injectors and piggyback with HUGE inter cooler... producing 240 RWHP!!!! Its been running for that for about 140 000km with NO issues whatsoever... It runs stock compression as well....
The inter cooler makes a HUGE difference to get the temps down...
I prefer the roots charger as the centrifugal ones has a turbo like lag...
This is my build....
Hope to crank it in the next 2 months...
http://4x4community.co.za/forum/show...rcharging+6vd1
Super VXer
Always fascinates me how what you would think are the same cars/engines give such different results!
Interesting thread too - apart from when you drop into your mother tongueI grew up in die Vrystaat - or Oranje Vrystaat as it was then - but since moving to Au have lost most of my Afrikaans
I've talked to Dave about the intercooler manifolds but actually bought any yet. I'll be interested to see your results!
New Member
LOL.... Seriously? When did you move and why?Always fascinates me how what you would think are the same cars/engines give such different results!
Interesting thread too - apart from when you drop into your mother tongue
I've talked to Dave about the intercooler manifolds but actually bought any yet. I'll be interested to see your results!
Super VXer
We were in SA from 68 to 77, lived in Maseru in Lesotho & went to school in Ladybrand in OFS, then later moved to Ladybrand. Before that we were in Pretoria. 63-68 in Lusaka, Zambia and then Salisbury, Rhodesia (Harare Zimbabwe as it is now)
We moved to Au in the mid 70's....my fathers contracts with the SA Police and Lesotho Mounted Police were ending, plus looked like all hell was about to break loose in SA,Not quite 'Casspir school bus' stage when we left but heading that way..
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