Wayne you are a true Gent, many thanks.
Phunkie. Ok so here is the short description. I am intending to use triple 2" S.U's a Eaton M112 and a XK 4.2 Daimler Jag engine. The Jaguar people are convinced it wont work, I say bollox. It will. Oh and this will be what powers my DS420 Hearse... I want to use a classic (Jaguar) engine, the Eaton M112 (Jaguar) Blower and a (Jaguar) triple manifold from a MK10 or E-type.
I'll try to upload my Excel spreadsheet of equations.
What was the CR on the Engine you have shown below, was the head gasket uprated ? Did you weld from mild steel any of the manifolds, or are they all cast Ali? Have you fitted the bypass actuator valve [i think i can see it?]? How many BHP above standard does it produce, Is it inter-cooled and are they before blower or (more likely) after blower but before injectors? Any other appropriate information gratefully received...
There may be more questions....
Starting with the last paragraph first, the compression was stock, the head gasket was stock genuine Ford. The inlet manifold is ally and was modified, as we didn't require a ram effect due to the forced induction. The most inportant thing is to have a byepass valve, they are very simple in construction and in their operation. This was an injected engine (easier to set up) and yes we did have an small intercooler (although on that application not totally necessary) between the blower and the plenum. And in answer to an age old question, how much bhp? I don't know is the simple answer. It was a lot quicker than just a N/A pinto injection.
Power is however dependant on a couple of things. 1 compression ratio, 2 blower speed. The faster you drive the blower the more volume/pressure it produces up to a point where it can be driven faster, but doesn't make anymore pressure. On average, you can make about 40% more power than the standard output with a correctly set up unit.
Have a troll around this site and it'll give a better idea of the technical side of them.....
http://www.capa.com.au/eaton_mp112_4th.htmRight back to the begining, the blower on you application will require to be fitted between the carb(s) and the inlet manifold (modern superchargers are designed to work dry, i.e. no fuel passes through them). The SU is an excellent carb to use in a draw through set up, and has been used succesfully for many years including the ones on "Travel Agent" (pictured).
