Project Supracharger

[David P]

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(Full up-to date pics, specs and vids here.)

 

 

I have started to tinker with an Eaton M112 Supra supercharger conversion.

 

The plan is to mount a Jaguar XKR 4.2L V8 Eaton M112 supercharger over the Autobahn88 exhaust headers and feed it through a water-to-air charge-cooler fitted on top of the engine.

 

I am also building an N/A A340E - T.T. A343E manualised automatic transmission hybrid, good for 500ftlbs + and Suprastick compatible, so I can keep my 'flappy paddle' gear change.

 

The car has an active spoiler that I want to keep, which means no room for FMIC pipework, and the front will be 'busy' with 2 HHO generators, a water/meth system and 8 HID ballasts.

 

I also have a cold air induction feed that I want to keep, which means no space for a SMIC.

 

The distributor will be awkward to work around, but to change to coil on plug would raise the height of the cooler by a couple of inches and I don't want a 'Mad Max' bonnet.

 

 

Here is the charge cooler I have found to redesign for the job, it is rated at 600bhp+ and I will also have water/meth injection, so plenty of induction cooling there will be.

 

 

This is a charge cooler pre rad from a Jag X300, I have 2 of these, they are the perfect size to fit. They each cooled 326bhp, so a combined 752 will keep induction cool and deter detonation in this high compression build.

 

 

The port matched Autobahn88 headers have 10 layers of wrap and can be held by hand even after a good thrashing.

 

 

I have bought an N/A engine to use as a jig, and to have as a spare just in case the one I have now fails.

 

Here is a snap of the first mock-up.

 

 

The rockers have now been cut away to make room for the charge cooler to fit into the divot, and the 6 branch knuckle has been opened up ready to weld directly to the charge cooler. There is more work to be done cleaning up and reworking the casting.

 

 

I have finished re-working a set of runners, and they will go on as part of the N/A build as soon as I can organise a phenolic gasket, and then will be in situ ready for the supercharger conversion.

 

 

Here's a snap of the cooler in the cut out rockers ready to be marked for the side to be cut off and mate up to the knuckle.

 

 

Birds eye view ready for the cut and shunt.

 

Edited March 18, 2014 by David P (see edit history)

[Kirk]

What happened to the 300 NA project or is this still on going?

 

Also seems rather complicated setup tbh and last time it was tackled it was handled quite badly i.e. mounting and design but good luck i suppose.

Edited November 18, 2010 by Kirk (see edit history)

[Wez]

Am I missing something, where is the throttle, are you going to have it pre-charge cooler?

[dr_jekyll]

like it

[David P]

What happened to the 300hp NA?

 

Not had it dyno'd yet or what?

 

 

I am waiting for components to complete the N/A build.

They should be here in a week or two I hope, then I can get it finished and on the rollers.

Then we will all know the magic number.

Whilst waiting, tinkering with this.

Edited March 11, 2011 by David P (see edit history)

[David P]

Am I missing something, where is the throttle, are you going to have it pre-charge cooler?

 

Give me a chance, I only started today.

 

I am going to use the N/A throttle body, and mount it pre charger, not interested to have sneezing noises.

 

Bob had his hands full with the charger, maybe I should have asked him to hold the t/b with his teeth.

Edited November 18, 2010 by David P (see edit history)

[Kirk]

Can i ask which dyno it will be ran on when its ready?

Edited November 18, 2010 by Kirk (see edit history)

[Abz]

This will be a awesome project if all goes to plan David!

[David P]

This will be a awesome project if all goes to plan David!

 

I have every confidence with the s/c conversion, it will be the transmission that will be the challenge.

[Wez]

Give me a chance, I only started today.

 

I am going to use the N/A throttle body, and mount it pre charger, not interested to have sneezing noises.

 

Bob had his hands full with the charger, maybe I should have asked him to hold the t/b with his teeth.

 

How you going to ensure equal flow to the runners from the charger core?

[David P]

How you going to ensure equal flow to the runners from the charger core?

 

Look at pic 6.

 

After the cooler, the charged air enters a plenum before spliting into the runners, in fact, the whole charge cooler will be the plenum as it is the same width and open to the pre runner plenum.

[j_jza80]

Interesting project Have you considered spark plug changes? Also, what improvements are you making to the autobox?

[Guest Robo69]

is that the 4.2 supercharger or 5.0

[David P]

Interesting project Have you considered spark plug changes? Also, what improvements are you making to the autobox?

 

I will obviously run cooler plugs, and outlined my transmission plans in first post.

 

"I am planning to build an N/A T.T. auto hybrid, good for 500ftlbs + and Suprastick compatible, so I can keep my 'flappy paddle' gear change".

[j_jza80]

I will obviously run cooler plugs, and outlined my transmission plans in first post.

 

"I am planning to build an N/A T.T. auto hybrid, good for 500ftlbs + and Suprastick compatible, so I can keep my 'flappy paddle' gear change".

 

Sorry, I meant access to the plugs to allow changes

 

Also, I meant specifically what will you be upgrading/changing in the box to make it cope with 500lb/ft?

[David P]

is that the 4.2 supercharger or 5.0

 

It's an M112, this one was for the 4.2, but believe it's the same size charger on both of those engines.

Edited June 22, 2012 by David P (see edit history)

[David P]

Sorry, I meant access to the plugs to allow changes

 

Also, I meant specifically what will you be upgrading/changing in the box to make it cope with 500lb/ft?

 

Plug changes will be easier than with stock N/A, it only takes 5 mins to remove the cooler for access.

 

The stock T.T. A343E trans is good for 500ftlb+.

I will be hybridising this with an N/A trans using the N/A valve body and cable line pressure control, allowing me to use the Suprastick ECU.

I could change the prop and diff to T.T. but want to keep my one piece alloy prop and slip yoke connection.

So the tricky bit will be to machine the N/A output shaft to fit the T.T. clutch packs to the N/A splined tail shaft.

Edited June 22, 2012 by David P (see edit history)

[barneybrendan]

dont forget to support the snout when fixing the charger to the engine.I think you will find the flow rate of each model eaton is the same ,ie all 112 flow the same volume.The only difference i think is the same as the m90 which is intake port design,these tend to change in the generations.

[David P]

dont forget to support the snout when fixing the charger to the engine.I think you will find the flow rate of each model eaton is the same ,ie all 112 flow the same volume.The only difference i think is the same as the m90 which is intake port design,these tend to change in the generations.

 

The Eaton number refers to the cubic inches displacement per revolution, M112 = 112 cu in (1835cc) M90 = 90 cu in etc.

Not concerned to support the snout, if it is good enough for Jaguar, then it will be good enough for me.

It is the mounting of the s/c that I will focus on getting rock solid.

This afternoon I will be having an in car mock up and measure up, I think will need to cut off the Jag rear leg on the charger because it protrudes too far towards the exhaust manifold.

There are plenty of other options to get a good mounting.

Edited November 19, 2010 by David P (see edit history)

[davej705]

Interesting project

 

Good luck

[David P]

like it

 

Interesting project

 

Good luck

 

Short, sharp and positive.

 

Maybe the forum needs a smiley for that.

[RobSheffield]

Ill go with 'different and intriguing'

[David P]

Tinkered some more today.

 

As I suspected, there is not room for the rear dogs leg mounting bracket.

 

 

Mr Eaton uses exceedingly strong 'aluminum'.

Two brave hours with a steady hand and a disc cutter later....

I will trim it to the line another day, my hands were getting numb from the vibrations.

 

 

It will be tight, but it will go in with some 'easing' here and there.

There would be more room with stock headers, but not going back.

 

 

There is a limit to how far I can progress with the mounting brackets until the offset pulley arrives.

 

 

The remainder of the day was spent with a wild goose chase to a mechanical band saw at my pals farm to cut the charge cooler up, but it would not fit into the machine.

It looks like I will be discing all day on sunday too.

Edited February 14, 2014 by David P (see edit history)

[David P]

I have managed to get a U.K. spec fuel pump from a club member.

It will make a nice change to do something simple.

OE Denso 300lph, plug and play.

 

 

And found on ebay a new Bosch 1,200 lph pump for the charge cooler circuit.

 

 

I will fit the water pump and charge cooler pre rads when I install the HHO system and water/meth injection.

They are all going in front of the rad, so it makes sense to do them all together.

Edited February 14, 2014 by David P (see edit history)

[rxv8]

those chargecoolers are amazing for the money,my mate has one on his 850hp porsche 924...great project...