Search results

I'm with you on the jaw coupler - I'd use something more like what Whipples and Eatons use:

Somehow I didn't process the 700cc as the engine's displacement. I understand the need for compactness and weight in your application. You might be fine with the -04; I'm guessing your base engine power is in the 70hp range? FWIW, I'm not loving the belt drive; I'd look to gearing. Check...

FWIW, I had issues with the Vortech shaft; I haven't tried the P2 shaft. SQCTS did grind his P2 shaft down. I wish I had a hardness tester; or at least the files to test hardness with. I don't think they need to be hardened, but stiffness is probably important. That's a bit outside my pay...

To answer your question, you're correct - the engine will use less fuel at lower rpm. Though I really don't like using boost pressure as a fueling metric - a positive displacement blower engine will need more fuel than a turbo engine, and a turbo engine will need more fuel than an electrically...

If you do, let us know how it goes - one-piece shafts would be a game-changer for us all.

^lol. Well, I guess that's "disassembled." WB - I just watched your video in detail (and re-watched several parts). About the impeller shaft getting stuck on the motor shaft - did you think about levering it off, or using wedges like removing a jacob's chuck? It might damage the bearing, but...

BTW - did you do anything different with the impeller shaft?

At the risk of being redundant: Lol - nice!

I've been tied up with work - sorry. What size engine and how much power are you looking to support? 80,000 rpm under load isn't impossible, but it's not easy - unless your power goals are pretty low. One of our members here found a Sea-doo supercharger for really cheap - that might be a...

BTW - I looked at those superchargers too - I think that's an excellent idea, and congrats on the find.

Ditto

Thanks for posting pics of the rotor - I've never taken mine apart; but it's just a "normal" unit. I think you'll like those Lishen cells - they're almost impossible to get here in the states now; though SQCTS on here told me about Toshiba's new SCiB LTO EV car cells - they're pretty...

That fuel cell compressor is a great find; as for the other guy - he's been screwing around with lower power setups for a while now, but I didn't know he was stepping things up. Using twin motors/ESCs is an awesome idea. Frankly, I didn't know that would work. And his fab skills are pretty...

Nice! Can you post pics?

I have an AEM meth kit sitting here. Spraying meth pre-compressor (and they say into the volute) has the same effect as getting a larger compressor - in the words of ProjectFarm on YouTube, "we're gonna test that." I have several nozzles and will test at least volute injection. I'm getting to...

Lol - nice!

I'm happy to test if for you, but it might be a bit (I just finished pulling the engine tonight; I've got a major work project this week) - but I can try maybe this upcoming weekend or next week, if that's ok.

^ I think that's a good way to look at it. What we care about is total power in the system (without becoming wildly inefficient anyway) - that's watts. Duty cycle is an element that lets you get to maximum power in the system. For example, I was running into problems with the VESC setup and...

I did ask the LMT guys about temps, and he said that my temps (about 130-140* F - about 55-60* c was "laughably low.") Considering neodymium magnet start to gradually lose their magnetic strength at 80* c (but recover), and by 100* c they suffer permanent demagnetization; maybe they're using...

Wow. That's pretty cool. I wonder what the rotor's made from.