Rotrex supercharger
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- 3000 rpm
- Posts: 179
- Joined: Tue Dec 08, 2009 5:43 pm
- Location: middlesbrough
Some pictures of my stage 5 head which has been designed to work with forced induction in mind. If you notice one of the only f**k ups Peugeot made with this engine was the design of the exhaust ports and the manifold,to be fair the exhaust ports flow around 120 CFM which is ok but as soon as you add the manifold into the equasion it drops down to about 65 CFM which is dier.Peugeot corrected the problem with the later 2.0 XU10J4 adding simease ports per cylinder.Ive copied this design on my head to combat this problem as much as possible.Its also had a big big valve conversion to improve flow with Inconnel Inlets at 30.05mm and Inconnel exhausts at 30.70 which is the absolute max you can go to on the Mi16
Ive also fitted a set of Kent Vs34 twin valve springs and titanium retainers This will help prevent blowback on valves under boost,these are also more suitable for the long duration cams needed for getting the torque in the right area
I've also fitted the obligitory kent adjustable pullys and a set of Sierra Cosworth 57X exhaust manifold studs.
Ive also fitted a set of Kent Vs34 twin valve springs and titanium retainers This will help prevent blowback on valves under boost,these are also more suitable for the long duration cams needed for getting the torque in the right area
I've also fitted the obligitory kent adjustable pullys and a set of Sierra Cosworth 57X exhaust manifold studs.
-
- 3000 rpm
- Posts: 179
- Joined: Tue Dec 08, 2009 5:43 pm
- Location: middlesbrough
-
- 3000 rpm
- Posts: 179
- Joined: Tue Dec 08, 2009 5:43 pm
- Location: middlesbrough
-
- 3000 rpm
- Posts: 179
- Joined: Tue Dec 08, 2009 5:43 pm
- Location: middlesbrough
Yeah the Rad has been moved up about 3 inches and forward about 2. I've been working on that this afternoon funny enough,just been fabing up the brackets I've had to find the room for all the intake and discharge pipe work aswell as 2 oil coolers a intercooler a charge cooler,charge cooler radiator and a electric fan plus not compromising anything that was already there before I started,its been difficult I must say.Having a sound background in Classic car restoration/welding as well as equipment like laithes,milling machines tig welders etc always proves invaluble when your doing sht like this
However They has been a hell of a lot more work getting all this in the BX than I first thought they would be. As you all know the Hydraulics and associated componets are everywhere on a BX so making a supercharger system thats a proffesional fit is difficult and expensive
The lap angle on the Supercharger belt should be ok due to the low reststance of it.....it being centrefugal of cource. If it was a roots or screw it would have to be a toothed belt. The timing belt tensioner attached to the sump is desgined to get extra tension on the charger pully
However They has been a hell of a lot more work getting all this in the BX than I first thought they would be. As you all know the Hydraulics and associated componets are everywhere on a BX so making a supercharger system thats a proffesional fit is difficult and expensive
The lap angle on the Supercharger belt should be ok due to the low reststance of it.....it being centrefugal of cource. If it was a roots or screw it would have to be a toothed belt. The timing belt tensioner attached to the sump is desgined to get extra tension on the charger pully