Hey peeps

its done...

had to redo it because the engineering company made a pulley that fit further forward than what i based my brackets / intake on.

done it a better way anyway.

Needs a good clean / paint in there, but its on.

Can't use any boost right now because i'm still waiting on a 12:1 vortech RRFPR / FMU from the US.

Should be here tomorrow though.

Had a problem with it stalling, perhaps a vac leak? had a quick tighten of everything and just tried it again and it seems better, but i'm not sure... i think its playing mind games with me.

heres some crappy pics for you to look at, flash never does anything justice, so ill post some bigger ones up tomorrow if its sunny.

cheers.

http://www.thelair.eclipse.co.uk/supercharger/PICT1727.JPG

http://www.thelair.eclipse.co.uk/supercharger/PICT1728.JPG

How much have you put into the R&D so far? I was just wondering because I want to build up a 318 (Ti) also. I am hoping the 4 cylinders are a bit cheaper than the 6 to do builds costs for.

It looks good. Let us know how it goes. :buttrock

so far its cost about £500 - £700 or about $1000 with all the bits and pieces added on. Possibly less, have not really added it up.

its taken a LOT of time though.

Many changes along the way.

What size of belt have you got?

2400 or there abouts

I want see others pictures :mad: ehehe :alright

I'm thinking about supercharging my 318is...please let me know where I can source the unit & parts & please, if you don't mind let me know the total cost you incurred less labor.

Thanks!

just an update.

Still waiting on the Vortech FMU from demonauto

Suffice to say i'm not happy at all. If i dont have any joy tomorrow i'm gonna go mad and threaten them. Being 4000 miles away doesn't help things either.

I won an auction on Ebay for a power commander III for gsxr1000. I will use this to trim the injection timings.

Also, i think i may have fixed the stalling i was getting. Basically i had the oil breather hose disconnected as i wasnt using the PCV thingy. i think with the added HP drain of the SC might of pushed it over the edge regarding idle-come-on adaptation.

Basically the way i see it is, the ECU is programmed to know that there should be a crankcase in the system, the valve cover and such holds quite a bit of air, which on comming down to idle is probably allocated for in the ECU programming. Without the valve cover / crankcase there, the air was not there and it just stalled. When ever it did stall it was always showing totally rich on the Air / fuel gauge which would make sense if the ECU was adding fuel to the air that it thought was there from the crankcase.

Just a theory, but it hasn't stalled in the past half and hour of driving, which it usually would of 5 or 6 times.

If the FMU does not come soon i will most likley use the power commander to reduce injector timings when not in throttle positions which would see boost, and ramp up the fuel pressure using my adjustable.

Downside is the fuel pressure will be fairly static, at about 70 - 80psi, which i doubt is good for prolonged periods.

Thanks for reading.

My advice. wait. Not worth breaking the engine over just one part.
If you do use the PCIII and not the FMU, start by making it rich. I would give it plus 15 to 20% on the injector. Raise fuel pressure to say 55psi, and start raising injector opening time when boost starts. Gradually increase as the boost increases. Theoretically, it should be - 2 to -4 at idle and then 0 as boost hits then work it up to +15 or +20 where max torque and boost would meet. Just start out rich and slowly tune it down 1 to 2% at a time. If I remember the PCIII also can control timing, can this be adapted to the DME? If so you would want to trim timing down as boost increases. I would take out 1/2 to 1 degree of timing as boost increases.
But since you do have a FMU on order, I would just wait. It isn't the most accurate, but it was designed to make sure you get fuel when needed.