That, a shift kit and anything else I invent by then.

I guess I meant to ask whether or not the AF supercharger can be used to extend the rev limit on the engine?

Does the 2nd paragraph of your answer mean that the unit is designed only for the stock rev range, and that airflow will stall or fail in some way for engine speeds above the stock limit?

What it means is that you "gear" the supercharger to the top speed of the engine. If you run out of airflow you resize the blower. Simply put, you estimate the airflow of the engine at antisapated redline then get a supercharger that will flow so many times that amount to where you want to flow. Now knowing what the engine flows and what you want it to flow you know the pressure ratio required. Just divide the stock flow by the wanted flow and you have not really a pressure ratio but a density ratio.

Sorry to technical. Pretend there are no losses. Go back to what I said only lets say it gives you the Pr. Example: stock it flows 400 CFM and you want it to flow 600CFM then you would have a 1.5 Pr. Or 7.5 psi in boost. I have a hard time stating it this way because of the real world losses but I said pretend for clearity.

Now you look for a compressor that is running in it's higher efficency range at that point. Then you gear the two pumps to meet at the desired point. This holds true for all compressors even turbos.

I feel I havn't answered your question, have I? Let me go someplace else, do you mean can the engine be coaxed higher with an air pump helping. To a small extent only. The engine which is an air pump just runs into it's own wall of inefficency about the same rpm with or without SC.

This rpm limit can be extended by all the standard hop up things that have been around forever. these extend the rpm and then you rework you original calculations to find the right compressor. Sometimes as with turbos you'll not find the exact compressor you want. It's never perfect so you settle for a point a little down on efficency level.

After you absorb all of this you'll want to know that it must be adjusted for "losses".
This gets a little more involved but I have given the math for it in the begining of the thread.

You dont want to rev much higher since the engine becomes unstable at 14 k

RP -- in all seriousness -- how long would you really need the 8 for to complete your testing??

I'll PM you my cell number, we can talk. I'm tied up for the next hour +, after that if it is convenent for you or late morning my time.

With all this discussion of engine speed and turbine gearing and yahda yahda yahda, I get the sinking feeling that this will be another FI kit that will not be produced for the automatic owners (sounds like an entirely different compressor would be needed). Tell me I'm wrong, please.

Considering the auto tranny can't handle much more power, I wouldn't count on much... otherwise Mazda wouldn't have put the low power engine in to start with.

Is there a chance you are confused? I thought what Mazda didn't have was an AT tranny that could handle the 9K redline...And if anything, I would think that the AT would be a bit more sturdy than the Aisin 6MT.

Your wrong. Because I'm the compressor manufacture I can make it do what I want. First things first though, lets get the manual working. Honestly the only way we will do the auto is if it is not to far off of the 6 spd. If it requires new castings and such chances are we will not do it. But if it just takes some ratio change and an intake adapter then it might pay. It's just like anything else, the buck rules. Sorry I can't change that.

Exactly, which is why the AT has lower power. While I don't feel the Aisin is the strongest tranny I've ever driven, I would put it's strength up against the 4AT any day. If the torque converter can't handle more than 7500rpm, I wouldn't trust it to high boost either.

There is a train of thought that says the auto box might be "stronger" because it sits behind an engine that puts out more torque (i.e. force). The higher revs is another issue.

Cheers,
Hymee.

Richard there has been a lot of talk on this thread about everything from Superchargers to pulse jet engines.
I was wondering if you could give an update on how the axial supercharger project is coming along and what problems you are still encountering with the unit in the car.
Sorry if this sounds pushy but the thread is starting to sound like a haynes manual for jet propulsion.
:)

I can't always tell everything we are doing. If I dare to tell you that our latest design is going on the dyno this week. I'm sure we are close as far as compressor section is concerned and I'll know soon enough. But the actual layout of the unit is still not firm. With this unit I can redesign it so the inlet and outlet change ends. It is a major redesign as every part changes.

So, to answer your guestion we are about to fit it to the car within the next couple of months. How many detors will be required no one can say.

I hope you post the dyno charts. I believe in you Richard Paul.

I'm sure this will all turn out great.

any new updates??

Buuuuuuuuuuuuuuuuuuuuuuuump.

Interesting supercharger...

I'm going to give you guys an update in about a week. It was going to be this week but got tied up finalizing and starting to ship the shifters.

Bloody hell, Richard.......Mr G McPhee is upset that this thread strays off track occasionally. What are the odds this dude is of British descent??? :)

Big knackers, too. Two posts and he's laying down the law....

Well........let's cut him some slack, maybe he needs some head too. :rolleyes: :rolleyes:

Richard, My turbo thread is catching up to this one ;)

Well Jon, you already have the speed record. Guess I'll just be gracious when it happens. Couldn't go to a nicer guy.

Lol.. first time I read that I could have sworn I saw " RICER guy ".. heh.. so much for my good eyesight. Oh boy, I should delete all my posts on this thread just so I catch up faster ;) just kidding. Thanks again Richard for letting me help you out with that shifter :) I love it.