Supercharging and Turbo-supercharging

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How much info do you need? I guess it will be engineering and experience. I got a couple of books on this subject regarding blow-through and draw-through and also used the hitachi-twin SU type for both applications and had lots of fun in the experience department

Whatever you think is useful. A focus on the a-series engines is a plus. A description of what worked well for you would be good reading. Things that didn't work too well could be helpful.

If we get enough info, we can split the article into more than one, maybe one for supercharging and one for turbocharging to start with.

The following may help anybody wanting to supercharge
an A series motor the information is only what has worked for me you may or maynot agree so try it and see how you go.

BLOWER AND MOUNTING
I used a centrifugal unit I was told was off a Subaru 990 cc engine
not much bigger than an alternator . Mounted on the Passengers side of an A14 Australian Sunny engine using the alternator mount bracket off an early 1200 engine, this bracket does mount to the block in the same way if one of the holes is elongated then simply use an all thread bolt long enough with locking nuts and washers to adjust the blower back and forward to allow the pulley to line up to the crank pulley. Be sure to mount the blower with the inlet side to the bottom . I didn't use the inlet hose casting that came on the blower there just isn't enough room so I made my own out of stainless steel 304 grade it has a sharper angle and longr bend to bring the whole lot up futher back toward the fire wall allowing for a 320 Holley carburettor (using No 62 jets) to mount solidly at the top, watch for height clearance off the air cleaner (see my photos) to see where the carbuettor ended up, this works well mounted here because it can suck clean cold air though the square hole in the radiator support panel.

INLET MANIFOLD AND HEADER PIPES
There is no need for to much explanation here see my photos to see what I have done. The inlet manifold is made of 32mm steam pipe bends welded to flange plates I had cut out by an abrasive jet cutter the hose end is 50mm outside dia tube the rest of the plumbing going back to the outlet side of the blower is 50mm outside dia S/S tube reduced to 42mm outside dia to suit the blower outlet casting. The S/S header pipes I custom made them myself, they look 4 into one but they arenot they just have a very short secondry pipes.

ENGINE MODS
Not much here I wanted to see what would break so I did a standard rebuild on the bottom end everything renewed a rebore to the 1st oversize and a crank grind. The head is where the work went big big port job, milled out the combustion chambers to lower the compression as much as possible and double valve springs.
The pulley to drive the blower is 135mm diameter this gives 5 pounds of boost in the mid rev range and I have had 7 pound at 7000 revs. The pulley is bolted to the standard crank pulley I had to have the standard one machined match to the new machined blower one.
The throtle cable was made 200mm longer to reach the Holley.
The radiator is wider by 75mm and mounted 80mm toward drivers side this is to allow for the Holley. It doesn't get full air flow here but it works (could be better).

PREFORMANCE
I haven't had this on a dyno so I can only try to explain. Comparing
to a standard A14 on a steep hill the standard I'm in 2nd gear wanting to get out and push the exact same hill the supercharger engine is in 4th gear backing off for the corners in the road.
I have given the odd late model V8 good flogging over 400 meters after that they pass. I have not taken this car to the drags so I don't know any times sorry. It also eats WRX's in standard form.

SEARCH WALLY'S WAGON FOR PHOTOS
I hope this can help regards from WALLY

Thank u Wally,
Sounds like a very well thought out project with plenty of balls for cheap
Its good to have u post the info on your project this helps us all.
Would u consider selling kits for this setup for the supercharger?
Is it an electric clutch type sc that you can switch on or off?

Excellent write up. I put the entire thing in the Featured Cars section as Wally's Wagon: A Supercharged Super Car.

D This blower doesn't have an electric clutch it runs all the time at idle there is vacuum and even at 60 klm per/h in traffic it still has a vacuum. The boost can be instant by standing on the throtle or it can be eased on so I think there is no need to have a clutch.
I did make jigs for all the bits to make kits but I don't think people will pay what it even cost me talking to some Datto nuts they say it to much money when I tell them my costs.
I have also tooled up for header pipes made of S/S I am making 7 sets now and all of them have been sold at $650 Aust These have all been sold around where I live by word of mouth.

You and your friends are a bad bad thing and everytime I look at pics of your wagon I want to give up on my 1000. Dont get me wrong you took so much time and did it right with a lot of dedication, its just that I feel that if I hadnt mucked around with so many cars (all 48 of them) I could have something as clean as yours but I have to settle for my girls nagging
I saw so many beautiful wagons and cars in Japan during my 3 years there but not many like yours as they mainly hid rust from originality.

D can you read japanese

Going through the archives thanks to this thread I came across the 'regarding turbocharging a12' thread. Hopefully L18_B110 and myself will be able to add some very useful information to this topic as pretty soon his old turbo setup will live again.

This will be a draw through setup mounted on a proper split pulse turbo manifold running an SU as induction or, if I can get my hands on one, a DCOE side draught weber.

The car will primarily be used for racing purposes but I am quietly confident it will prove reliable enough and smooth enough to drive everyday if one so wished. I shall try to provide piccies along the way.

Craig