I found this last night----thought people might really find it useful. Its the compressor map to the Lysholm 2300R supercharger(very similar to our SC).
There's a lot of info there!!! Its a pdf--maybe someone could post it as a pic.

I find the data facinating. At 8-9psi or 1.6 pressure ratio(what most stock cars see at redline) the Supercharger is at its peak efficiency island of 65%. This means that on a 77*F day-- SC discharge temps are 185*F.

Once you put on a Larger pulley (168mm) and boost goes up to 12psi or 1.9 pressure ratio. You see that SC efficiency goes down to 63% and outlet temps rise 40*F to 225*F!!!!

The Huge pulleys (178mm+) that increase boost to 14-16psi or 2-2.2 pressure ratio. These drop SC effeciancy WAAAAAAAAAAAAAY down to 56%!! So the SC is compressing more air at a lower efficiency. Discharge temps are now 105*F above stock at 290*F!!!!!!!!!!!!!!!

---no wonder we need increased cooling.

Even though we are only incresing HP by 25% or so.....we are asking our intercoolers, which were designed to work decently at 185*F, to remove 80% more heat.

 

Here ya go

 

Thank you very interesting info

 

Thank you for the info

 

In case you guys were wondering---the X axis is metric air flow.....the conversion is pretty much..

15m/min=355hp

20m/min=470hp

22m/min=518hp

25m/min=588hp

 

Thats a beautiful thing. Thanks for that file.

 

While they aren’t particularly efficient, each tends to have an airflow and rotational speed range where their losses are minimized. It’s the same characteristics seen from any compressor, be they crankshaft or exhaust driven. Although we’re clearly reaching a point of diminishing returns by spinning the supercharger faster, its advantageous affect on overall performance is undeniable - in many instances.

Should any member still be contemplating increasing his boost, several here can validate its efficacy. It’s prudent to upgrade the system’s heat dissipation capacity concurrently and, of course, ensure that the upgraded hardware is properly installed. IMHO.

from the M112 kompressor:

 

Nice post!!!

COOLING!!! COOLING!!!!

 

Can someone who knows explain what the stock gear ratios are? In other words with the stock pulleys---6500rpm at the engine is = what SC rpm??

I know the SLR and E55 have different internal gearing in the SC head.

What I really liked about this chart is GREEN line--(Power) which shows the power consumption of the SC. At stock boost ---its eating up about 20kw or 27hp. On the upper end of what our cars see is about 55 kw or 73hp. Not the 100hp that I was lead to believe.

 

I recall, and could be wrong rotor RPM 21,000 so the ratio "over all" pulley & gear, 1:3.2 or so.

 

Not at all. it's more about Flow, NOT pressure

 

Those are the numbers that I recall also.

 

I always belived stock ratio is 151mm(crank pulley dia) / 91mm (SC pulley dia) = 1.65

therefore SC rpm @ max engine rpm = 6500 x 1.65 = 10,725 rpm -Stock
therefore if SC pulley ...

.. doesn't the "built in ratio 1.35", in the LYS 2300 spec above, is the internal gearing ?
.. therefore effective max rev allowed is 13,500 x 1.35 = 18225 ?


I think that our model version is closer to LYS 2300 AXhere:
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and its Performance graph gets slightly different

[IMG][/IMG]

 

something like this ?

[IMG][/IMG]

 

HAHA!! Hope you are well!! Custom mods coming up.......

 

Keep in mind that the Temperature-Curves in the pictures are in Degrees Celsius (not Fahrenheit) and WITHOUT INTERCOOLING, to get a comparable baseline for each SC-Model.

 

M113 Kompessors have 1.66:1 internal ratio. SLR, I believe is 1.83:1.

In the end stock blower will run out of air at around 750HP (620 RWHP).

 

Never seen this before. Really gives everyone an idea of what were up against with the stock blower

 

Good info

 

I thought boost is around 13 lbs for us stock...?