I am not going to look it up but I have been following this thread since page one. I believe RP wanted plug and play and that is why the interceptor would not work. The interceptor is far from plug and play. He did get it working with Dave's(guitarjunkie) help, but pulled it back off because he could not afford to sell it like that.

Again the point of this project is to make a true affordable bolt on with no sacrafices. If you want 400 horsepower this kit is not for you. If your car is your daily driver and you want a bit more power at an affordabe (relatively) price this is it. I could be off but I think this is how he was marketing it from the get go.

I have no affiliation with RP, in fact never met him. I just read everything and have a good memory.

 

axial flow lol


http://www.metacafe.com/watch/310214..._h_it_is_real/

 

it was suppose to be a reflash or something of the stock ecu...

i think but don't quote me.

 

YES! YES! YES!

Can't wait Richard!

 

Probably a noob question/suggestion but here it goes. For high elevation people could doing the small pulley but adding a blow off valve to prevent over pressurization work for them?

Just thought I'd add my 2 pesos, the old value one's not the new(ish).

Note: RCW someone, I don't remember who, says they have an idea on how to control the AFSC boost, but can't test till he has a kit in hand. He has given no further details that I know of.

 

Interceptor and Greddy have both been used on this SC (trust me, I saw it in person) Richard chose to go a different route for many reasons and one of them was definitely cost. $1,000 + for the Interceptor would put the cost of this unit beyond it's original intentions. Not only that, but not everyone here has the skill to be tuning maps on that system or the Greddy.

Can't wait to see the finished product Richard, keep up the good work. Maybe I can come by again and take some pics for you to post on here. Lemme know.

 

Richard the Int-X that you sold a while back... what map was on it?

I know someone that has it, could they be bumped up the list for a AFSC setup?

 

'

That’s actually me and its not a pop off valve or blow down unit because using both of these system requires more "work" power form the crank and adds additional heat to the compressor charge.

I had that idea a long time a go and sent them on to RP and he corrected me in my ways of appopraching his AFSC design. Got to get rid of the turbo/supercharger ways of thinking when working with a AFSC.

The system I am thinking of does not increase the charge temp or increase the input power from the crank (except where required for additional boost profile in the lower rpms).

The system will actually increase the compressor efficiency slightley can’t expand on that fact to much or it might give away the idea.

The "idea" has undergone a patent search and while there are some other products that are very similar to this one there is nothing stated in those patents for the particular application on a motorized vehicle. So until I am able to prove my idea with an actual piece I am going to keep my mouth shut on the actual design. Form the patent searches the “idea” would be able to be manufactured and sold with out infringing on another patent but may not be far enough off from those other patents to get new one for this specific use.

Its one of those things after seeing it you hit your self on the forehead and say why did I not think of that its so simple.


The big delay is I am waiting on a AFSC for the S2000 all though the idea will work on any car MAF or MAP.

 

RICHARD Originally Posted by olddragger
is there any other type of dog? I like Jack Russels--dont climb as much as Beagles --so easier to keep in but hey--
sure are a sight to see tracking. Fun dogs. Whats the old saying--"the more people I met--the better I like my dogs." present company excluded of course--.

Trying to get a rock solid fuel delivery system done--I track about 3-4 x's per year and fuel stavation happens and is a concern. With the na version--no real damage. Would it be a major concern with an afsc rotary? Increase capacity pump--conversion to a return type system from what i understand doesnt guarantee to solve this fuel starvation issue as it is a charateristic of our saddlebags. I really dont want to do a surge tank.
Working on this
olddragger

 

i'm putting an inlet fogging system on my AFSC... on our gas turbines at work we can get an extra 10-15% power output with a little water

 

wow,

that is going to shake this thread up!!!

beers

 

I can't even begin to tell you how bad an idea that is in this application.

 

shhh let him try

 

Thanks alot for the correction deppenma. I really under stand the whole patent issue.

If it's far enough from other patents that it doesn't infringe you can get a patent. The downside is the cost. If there is no patent about using it on a car or truck then you can probably get a patent. Hell even if it's for using it on a truck but not in a sport setting you still might be able to get a patent if you worded it correctly.

If you decide not to file for a patent at very least use the poor man's patent. Write out your patent / idea get it notarized. Seal it as best you can mail it to yourself. Then never open that package, keep it in a water tight bag with some of that stuff that absorbs moisture. Inside a water tight box(ditto with the moisture stuff).

At least then you have something. But not nearly as good as a real patent.

Wouldn't it be better to separate the Hydrogen and oxygen first and inject the gas mix upstream of the AFSC? I could be horrible wrong...

 

separating the hydrogen and oxygen takes power which the heat produced by the engine takes care of.

Storing it would be one issue and implementing the distribution of it would be another...

 

Ah, I see 4YtS. Thanks a lot.

 

that made me lol.. i dont know why

 

me too...

 

What will happen ?

 

Maybe it might harm the axial flow supercharger if one fogs before the supercharger (water droplets on fast spinning aluminum blades), but it shouldn't do any harm after the supercharger.

Since adiabatic compression does increase temperature even with a compressor efficiency of 100% and since in this application there is no intercooler, injecting water/methanol will reduce intake temperature and thus increase air density after the supercharger and at least lead to some increase in power which should especially be noticed on warmer and dry days. In addition, on hot days it would also help cooling efficiency overall and definitely reduce risk of detonation.
The only drawback I see is: Too much internal cooling with water injection could possibly slow down burn rate. Slowing down burn rate will reduce power as well - particularly on rotary engines.

 

Why would water before a supercharger do any harm? You can run fuel before a supercharger or turbo with no harm to the blades. The old Latham units ran carbs before the blower.

 

Is all a play on words some times when it comes to patents.

Its one of those things where some1 sits on there patent waiting for someone like me to get something out there that works really well and then I show up one day at the house and bam there is a court order to show up.


Then the "other guy" says that his previous wording includes applications such as cars and trucks.
Then it’s just a madder of which person has the best lawyers.

Once I build and test a couple devices I will at least try to get a separate patent just no guaranty in this particular instance.

My business partner in this thing is very versed in the patent process as he all ready has a lawyer on retainer to protect his multiple patents on electrostatic speakers.

 

I don't think it necessarily would have to do any harm, but I just remember reading a comment where one dripped water directly onto the compressor wheel of a turbocharger and it made surface of the compressor wheel rough after a few month. Why is not clear to me either. (But who knows, maybe there was sand in the water.)

 

Coefficient of linear expansion.

 

I'm not quite sure what you are getting at. The water will have the same temperature as the incoming air. Only under extreme circumstances (very dry and warm air and complete evaporation of a substantial amount of injected water on blades) temperature of blades would drop considerably below inlet air temperature, but this is not very likely and even if it could happen I doubt it would drop the temperature to a level where the compressor couldn't operate anymore.

Although theoretically feasible, I haven't read of a water injection application where they actually managed to drop the air temperature after the supercharger below the surrounding air temperature.