Is there a Supercharger kit

[chap_e77]

Im loking to find out if there is a company that makes a Supercharger for a b16a in a 95 civic hb Its OBD1

 

[Loco Honkey]

Jackson Racing.

 

[chap_e77]

Is there any other superchargers like the vortech one. There web sit shows one for a 99 si or b16a2. will that work in my car?

 

[Loco Honkey]

Avoid centrifugal superchargers like the plague. Here's why...

The centrifugal supercharger is fabled to offer huge low end torque advantages over the turbo. That is flat wrong, never had an inkling of truth. With a size compressor selected for, say 8 psi, the CS must turn at some specific speed at the engine redline to flow the air needed to produce that boost. It is necessary to understand that flow through these types of compressors varies with the cube of the shaft speed. In other words, doubling the speed of the shaft will produce 23, or 8 times the flow. Turn that around and clearly, the flow is 1/8 at half the engine speed that it would be at the redline. Basically, that means you have 1/8 the boost at half the redline. And that is about where it really falls, 1 psi boost at about 3300 rpm.

Please understand, that is what you get with the centrifugal blower, but we strongly suspect it is not what you either want or think you are getting with a supercharger. Wouldn’t it be a hoot if someone invented a way to let the same compressor wheel speed up relative to the engine so more low engine speed boost could be produced? Such a device exists and it is the turbo. The key to this great turbo performance benefit is that it can change speeds independently of the engine.

The net result is this: The turbocharger applied to the BMW M3 can produce all of it's boost by 3500 RPM.

Power
There is a very simple equation for calculating the approximate power output of a normally aspirated engine after a forced induction mechanism is applied. There is no need to solve anything here, but it is quite revealing to understand what the equation says. Five factors are involved:

Power = Po x PR x DC x Evol Ratio x PL

Where:
Po is the original rated horsepower: say 240 bhp

Boost + 14.7
PR is the pressure ratio, or ---------------------, at 7 psi this is 1.49
14.7

DC is the density correction due to heating of the air charge. This is directly proportional to the absolute temperature of the ambient air to the boost air entering the engine. At 7 psi these corrections are about .85 without an intercooler, and about .96 with the IC. Our systems operate at 8.5-9.0 psi, however we chose the lower boost number for comparison purposes.

Evol is the volumetric efficiency ratio of the blower to the engine. Since the CS and the turbo have the same Vol Eff, and the engine is the same, this factor can drop out. Assuming comparable compressors are available.

PL is the power loss correction due to the necessary power taken from the crankshaft to drive the blower. Here the CS takes about 5% of the engine power, whereas the turbo only robs about 1.5%. The reason for the difference is that the turbo is largely powered by the heat energy in the exhaust gas. Keep in mind that the heat energy lost out the tailpipe is about the same number of horses as the engine makes. Remember, of the fuel burned, 1/3 goes to power, 1/3 to heat in the cooling system, and 1/3 out the exhaust. Therefore the lost exhaust energy and the engine power are about the same. When was the last time you saw a 240 hp fan? That is what is made available to the turbo for a driving force without taping off the crank. We don’t need it all, but that’s what’s theoretically available. Enormous, eh?

So, plug the numbers in and see what they yield:

New Power:
Non-intercooled Centrifugal:

P = 240 x 1.49 x .85 x (1-.05) = 289 bhp

Intercooled Turbo:

P = 240 x 1.49 x .96 x (1 - .015) = 338 bhp

If you can do a back to back test on two real cars, those are very close to the numbers you will get. One wants to ask all the obvious questions of all the CS claims of 340 bhp at 5 psi without an intercooler.

Lets Talk Value for a Second
Value is the cost of a horsepower. Assuming everyone makes a nice component, of course.

Typical $6,500*
Value: Non IC CS = ---------------------- = $133 per horsepower
289 hp - 240 hp

Typical $8,500
Value: IC and Turbo = ----------------------- = $87 per horsepower
338 hp - 240 hp

* Some of the CS systems cost over $9,000, but the equation remains the same.

Notice the difference in power gained between the two systems. The CS gains 49 hp and the intercooled turbo gains 98 hp. That means the turbo gains 2 times the power the CS gains.

But I can’t stand the lag!:
Just answer one basic question. If you are cruising along at 3000 revs and decide to nail the throttle, would you prefer the zero boost the CS will offer, or the 7 psi that the turbo will reach in less than one second? If you are cruising at 5000 rpm’s where the CS can actually make some boost, but not yet its maximum, its response is no faster than the turbo. Rest assured, at a cruise of 5000 revs, you can’t get your foot to the floor and off again without the turbo reaching full boost. At 5000 revs, the CS will respond quickly too, but it won’t reach full boost. That number is reserved for the absolute redline.

Durability of the Turbo versus the Centrifugal Blower
With the ceramic ball bearing sections and a 5000 mile synthetic oil change interval, the turbo will live well past 100,000 miles (water cooled bearing sections also available). As an example, those 18 wheeler Diesels use approximately a 200,000 mile figure for overhauling their turbos. I doubt there is an 18 wheeler out there that is not turbocharged, and those things cruise under boost. As it is today for average lives, the turbo will last approximately four times as long as a centrifugal blower. This is not a small difference, rather, an absurdly large difference. We provide the ceramic ball bearing section, the oil quality and frequency of change is up to the owner of the M3.

The Turbo Heat Problem
Invariably a supercharger salesman will point to the turbo and flatly state that when it is glowing red hot, it will melt everything under the hood. The problem is knowledge, not the turbo. Iron and steel begin to glow red at around 11000 F. The stock exhaust gas temperature is in excess of that, thus the stock exhaust manifold glows when the car is driven hard. No damage is done in the stock condition and none will be done by the turbo.

Engine Safety
It is necessary to feel reasonably comfortable that one is not going to kill the jewel of an engine the M3 is blessed with by adding the forced induction system. To reach this understanding, it is urgent to come to grips with two fundamentals.

One: The power loads in the engine at the elevated output of forced induction are
not big enough to tickle its tummy. Cyclical (RPM) loads are commonly what hurts engines.

Two: Heat in the air charge entering the combustion chamber is the root of all evil.
Engine knock is the only killer of forced induction engines, and it is solely induced
by heat. Many things influence the heat, such as air/fuel mixtures, compression
ratio, boost, etc. Whether an engine dies a knocking death or survives to provide
great enjoyment is almost solely dependent on how well the designers handle the
heat in the intake charge and the A/F ratio.

When an SC salesman tells you his system is so well engineered that an intercooler is not worthwhile, its time to question his motives. While his argument may sound plausible by citing that the blower doesn’t make heat, or that intercoolers have bad side effects, this is simply not what physics bears out.

The engine safety of our system is well under control. The turbo and the CS generally share the same style compressor and are therefore, equal in efficiency, which means they produce the same heat in the air charge. The similarity stops right there. Our intercooler removes 88% of the 120 F added by the turbo, at around 7 psi. This intercooler is such a powerful influence on the temperatures, that the turbo could produce over 30 psi of boost before the air temperature exiting the intercooler would be the same as that exiting the centrifugal blower. Further engine safety is provided by the correct air/fuel ratios and the original factory knock sensing system, via our reprogramming of the DME. Follow the rules regarding fuel octane, standard premium grade, and the safety issue is a slam dunk.

Throttle Response
It is common for someone unacquainted with a turbocharged car to complain about the throttle response with the turbo. The SC salesman will try to convince you that nothing happens when you move the throttle, not even standard, normally aspirated response. Unfortunately, this misinformation persists, as the engine responds instantly to the slightest throttle position change. When the driver of the Turbo M3 applies throttle, there is actually a small amount of boost in the upstream tubes at that instant. With a small amount of boost available to push it's way into the manifold, rather than just atmospheric pressure, the driver will notice a small, but perceptible improvement in throttle response.

The Daily Driver
The substantial increase in engine power does not come about at the expense of the sweet driving nature of the BMW. All aspects of smooth, easy drivability are controlled by such factors as fuel injection calibration, compression ratio, camshaft profiles, and ignition timing. These items are carefully altered in the installation, therefore the drivability is also unchanged from stock. If one puts a rock under the throttle to eliminate boost, the driver would pronounce the vehicle as just another M3 with perfect drivability.

Mid-range pulling ability of large engines has always been their attraction. This characteristic now shows up in the Turbo BMW with its new found torque capability. We hope the idea of calling the M3 a low and mid-range torquer doesn't sound too preposterous. Before laughing and rejecting the idea, please accept and regard as fact, the Turbo BMW will pull harder in 5th gear at just 3000 rpm than the stock BMW can manage in 3rd gear, at virtually any RPM. Further along the same idea, 3rd gear under boost will accelerate over 10% faster than 2nd gear stock can manage. It sounds preposterous perhaps, but it is absolute fact, the Turbo BMW M3 will do exactly that with the equipment provided in our system. And it does so safely.

Along with the sheer fun and entertainment value of the huge power and torque increase, comes the capability to properly decorate your favorite strip of pavement with long black lines. This is particularly fun as the Turbo BMW M3 never looses its composure and accomplishes such feats with true grace and ease.

Emissions Equipment
All emissions equipment items are in place and completely functional. The Turbo M3 will easily pass any tailpipe sniff test in America.

Installation
Capability and complexity do not necessarily go hand-in-hand. The Cartech BMW system is remarkably simple and straightforward. This entire system can easily be installed by the hobbyist do-it-yourselfer. One should consider the skill levels required as the same for changing a header and tailpipe. Without the distraction of football games, lawn mowing and such, the entire job can be accomplished in 18 hours.

Service and Maintenance
A 5000 mile maximum oil change interval is necessary, then service the rest of the car within BMW’s guidelines. With the Cartech Turbo system, once installed, adjusted and detailed nicely, the owner/driver can close the bonnet and forget it.

Taken from: http://www.cartech.net/bmwm3turbo.htm