Volkszone Forum banner

Superchargers!

28K views 43 replies 20 participants last post by  sirstevio 
#1 · (Edited)
I think i may have found a supercharger that fits in a beetle engine bay!

With second hand Judson and Shorrock kits being few and far between these days and selling for four figure sums i thought this may be of interest to some of you.

Whilst randomly searching the internet i came across this:


Its an AMR 300 Mini supercharger originally used in the Subaru Vivio and Nissan March.

The good bits are:
1. It measures approximately 18.5cm in length (including the pulley) and the main body is around 15cm wide and 10.5cm tall so should fit snugly next to the alternator.
2. Its rated for engines up to 47KW or 63BHP and is therefore perfectly suited to a stock small capacity aircooled engine. Theres also a slightly larger version called the AMR 500 which is a cm or two larger in some dimensions but is rated up to 81KW or 101BHP, perfect for slightly larger motors.

And after much searching i've also found someone who has made the conversion in Australia although there is very little information. The install is not the neatest but it could certainly be improved.


As far as i can see, all you will need is a modified throttle linkage / cable, an oil feed and drain running back into the case, an SU carb and some mounting flanges and adapters. Maybe the stock intake manifold centre section could be replaced withe a T piece for increased flow and of course a new bottom pulley would need to be added with a belt to the charger.

Its not something that i can see myself doing in the near future but i thought this may interest some of you power pioneers out there, especially with all this talk of Hot 1200 monster mouse motors and the like.

:)
 
See less See more
2
#8 · (Edited)
The basis of the answer to that question is- depends on how fast he turns it.
In an exceedingly brief summary - mechanical driven superchargers like that deliver a linear output vs. rotational speed.
And they can be driven at almost any speed.

They do not have a map like exhaust driven superchargers - ie turbochargers.
 
#9 ·
If you used the stock intake manifold you would need to replace the rubber joints between the centre section and the end castings with silicone hose as per a turbo installation although it would be preferable to replace the stock centre section with a T joint of larger diameter tube.

Its very hard to compare this to a T3 turbo as the superchargers i am talking about would be more suitable for engines from 1200-1300cc for the smaller 'charger (AMR300) and 1600 for the larger (AMR500). The t3 would be more suitable for capacities from 1800cc up as a rough estimate.

As for price i have no idea, but the best thing to do would be to ring a Japanese import part specialist.

The part ID for the AMR300 = Subaru EN07
And for the AMR500 = Nissan MA09

:)
 
#10 · (Edited)
And after much searching i've also found someone who has made the conversion in Australia although there is very little information. The install is not the neatest but it could certainly be improved.
hi that'd be me
that pic is from my photobucket album altho ill say now that aint mine that was a pretty rough install that car and it was semi auto too
those little AMR blowers arent really worth the effrort
that one was a 300cc but there is a bigger 500cc but there pretty rare around here u have to spin them at about 10000rpm just to have any affect on a 1600 and theyre made for 600cc 3 cylinder engines
i use the toyota blowers instead
ive had a SC12 on my 1600 for nearly 6 months and have just removed it to put back in my 1776 that i had to decompress to run the blower

the SC12 is rated at 1200cc so its 4x the output of those pissy little AMR and has a factory clutch
altho these are pointless i never turned mine off anyway
u can drive like a nanna and u wouldnt know that there isnt a stock 1600 under the decklid put ur foot down and powers there instantly no fumbling round with switches

if u wanna know anything about mine just read
http://forums.aussieveedubbers.com/viewtopic.php?tid=65678

its about to be dyno;d with the 1776 but the setup on a stock 1600 was putting down 82hp at the wheel so that 100% power increase

should be good for around 105-110
ive bought 2 SC12s and one SC14 since all under $250AU

 
#12 ·
yeah fits with stand offs

i initially tried it on the 1776 and all worked ok but it was pinging under boost @6psi
and a few experts i talked to said 8.8CR was to high so i decompressed it to 7.5 and upped the boost to 8psi and its fine now
and even hits 10 psi if wound out in 1st and 2nd

im planning on running water injection on it too so i can up the timing abit more
 
#16 ·
oily sh*t, I'll be... still dumb founded in the US. I would really like to meet the maker/builder of that bug. That is something I never would have though of.
pm me if you would please, the aussie I meen
 
#20 ·
the bov is there as protection in case the engine ever tries to spit back thro the carby so it doesnt blow the shit outta of the blower vanes
same setup was on judsons and shorrocks

its a dell DHLA but i got it cheap
i also have an 1 3/4" HIF SU that was gonna go on it but the whole reprofiling needles deal seemed abit daunting the dell i just open up jets easy as to tune

but the stock 1600 was more than happy with the dhla
if u drove sensibly it was no different on fuel to N/A 1600
 
#23 ·
the bov is there as protection in case the engine ever tries to spit back thro the carby so it doesnt blow
Yup got that - that is why I was asking - I windered how often you get a blow back

its a dell DHLA but i got it cheap
i also have an 1 3/4" HIF SU that was gonna go on it but the whole reprofiling needles deal seemed abit daunting the dell i just open up jets easy as to tune
DHLA, DCOE same deal.
Can you not get lots of needles down there? Try Burlen in GB for lots of profiles. We used to use emery cloth (carborundum cloth) to reprofile our needles - on a draw through it don't matter much :D

Burlen use Swiss lathes to trun the profiles
 
#24 ·
Draw through will work with anything - bucket and a sponge if you must. The vanes smash up the fuel and so all the fancy jetting and venturies are a bit of a waste of time.
The Americans used Hilborn injection on a lot of their supercharged racers in the 70s and 80s. Injection my ass - it was a drip feed system!!
 
#22 · (Edited)
yea work well
alot of the draw thro turbo guys all use the DHLA dells
apperently there the carb of choice as well as weber DCOEs

ive thought about making a new manifold up and shoving a DCNF on it to reduce the clutter abit but if it aint broke...

im not the first person to do this either
just seems mines got the most publicity going my all the links on my youtube vids

a few mates also have the same conversion just layed out abit differently, the conversion on micks manx is tidy as but steves volksrod is pretty rough tho LOL:



 
#38 ·
Having looked into this before the SC12 is a little bit rarer than hens teeth in this country as it was for the Far East market only and limited production at that. They are available in Aus but even that source has also dried up.
The SC12 is a simple roots type blower with inlet and outlet on either side of the case so that it was a short unit that suits flat 4 installation.
The roots blower for motorbike and small car drag use is manufactured in this country on a one off basis but the costs are prohibitive for road use IIRC.
 
#41 ·
Nah, vacuum of the engine keeps it spinning
Mine through the belt on the odd occasion and once lost the pulley bolt.

I ended up removing the clutch completely, and ran a fixed pulley
 
#40 ·
I came to the conclusion that the only way to fit a supercharger with upright fan T1 was to locate it across the car as the favorite M45 is an end inlet/side outlet only and operate it off a bevel gear to the fan belt. The SC12 IMO is a non-starter and any of the conventional roots blowers for small engines are too expensive.
 
#43 ·
The original toyota setup was abit different though

They had manifold pressure switches so the blower clutch only engaged when the engine was under a load and the bypass valve shut.
normally the intake air was diverted around the blower.
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top