Mondo 1995 Ok.ru
Dinah Lianes
About 25-30 ft./lbs is suggested for the retaining bolt. It is also recommended that a small amount of blue Loctite be applied to the threads prior to inserting the bolt in the input shaft and apply a small amount of anti-seize on the input shaft and key before installing the supercharger pulley.
Using a plumber's torch, carefully heat up the outside perimeter of the pulley to be removed or installed, as this will help to expand the opening to ease installation. When installing the pulley, apply a small amount of anti-seize on the input shaft and key, and then slide it on. Steel pulleys may rust themselves to the shaft if not lubricated. Never force or hammer on the pulley or supercharger shaft. It is also recommended that a small amount of blue Loctite be applied to the threads of the retaining bolt prior to inserting into input shaft and then torque to suggested 25-30 ft./lbs.
Using a set of calipers, expand to slide over the center of the ribbed area and rest it at the top of the ridges, rotating caliper slightly to either side to help keep caliper ends from slipping into an individual groove. This will give you the most accurate measurement for the pulley size. Do not measure with caliper resting in the "valley" of the ribs/grooves, or on the outer lips/flanges.
Some non-Vortech pulleys available do not provide the precision fit and balance which are essential for performance and durability and are therefore not recommended. Never force or hammer on the pulley or supercharger shaft. The pulley should barely slip over the shaft when it is 75-80 degrees F. The key to keyway fit is also critical, as is balance. Always use a small of oil or grease on the shaft. Steel pulleys may rust themselves to the shaft if not lubricated.
Vortech supercharger pulleys are specifically engineered to fit precisely on Vortech branded Superchargers and associated parts for the supercharging systems. Some aftermarket pulleys available do not provide the same precision fit and balance that are essential for performance and durability, and are not recommended.
The propensity for grooved belts to move over one or more grooves, or come off completely, is always due to an alignment problem. Either statically (the pulleys are misaligned due to an installation or tolerance problem) or dynamically (the loading or unloading of the system), mainly the mounting plate causes misalignment due to flex or movement. Misalignment can also be caused by over-tightening (and failing) of the belt which may be detrimental to the pulley bearing.
The only Vortech supercharger designations that may be driven with a cogged type belt drive are heavy duty models. They feature special internal modifications that are compatible with cogged type belt drive systems. There still exists the very real possibility of supercharger damage when using this type of drive, but this special configuration is more tolerant. An inherent design characteristic in serpentine belts is a certain amount of belt slippage. This mainly occurs on deceleration, but may also occur on acceleration if the belt is too loose or if the belt being utilized is not of sufficient width to transmit the horsepower being generated.
The vacuum screw acts like a vacuum regulator. If it is set to give for example, 5 in. hg the upper chamber of the SFMU will only see 5 in. hg even though the engine manifold pressure may drop 18 in. hg at idle. The result of this is the fuel pressure remains constant from idle vacuum up to 5 in. hg then the pressure will start to increase.
The bleed screw does two things. First it will lower the slope of the curve set by the calibration ring. So it can be used to "fine tune" the pressure vs. boost curve. Second, it acts as a dampner to "soften" the transition in the curve.
The boost screw acts in a similar manner as the vacuum screw in that it performs like pressure regulator. It can be set to limit the maximum fuel pressure. If the screw is set all the way in it will not regulate and the curve will continue to rise as boost increases. If the screw is set to relieve at, say 10 PSIG then once that manifold pressure is reached any manifold pressure above that will not increase the fuel pressure.
It is not suggested that the 190 LPH fuel pump be used without the T-Rex fuel pump. The biggest single contributing factor to engine damage is inadequate fuel delivery. Supercharged applications should have excess capacity rather than inadequate capacity as the damage that can be incurred is far more expensive to repair than the cost of the fuel pump.
For best performance results, initial timing should be set at the maximum amount that does not cause detonation. What may work on one vehicle will not necessarily work on a similar vehicle. Differences in computer calibration, machining tolerances on timing gears, timing marks on the crank pulley, etc. can all vary slightly. The small differences in all these parts can add up to significant variance in initial timing from one vehicle to another.
When changing fuel injectors, it is necessary to change the sample tube for correct calibration of the mass air flow sensor. This is a simple task and can usually be accomplished in 10-15 minutes. To change the sample tube, it is necessary to remove the mass air flow sensor from the engine, remove the two security screws with the special bit provided, remove the two screws retaining the sample tube. Install the new sample tube and reverse the process. Sampling tubes are available for 19, 24, 30, 36, and 42 lb./hr. fuel injectors.
No. It is imperative that the oil return be higher than the level of the oil in all instances. The oil must be drained gradually downward with no dips, allowing the oil to enter the oil pan above the oil level. Drain restrictions, kinks or returning the oil below the oil level may cause a severe windage problem that consumes significant power and generates heat, supercharger seal failures may also result.
Depending on the application, the bypass valve should be mounted on the discharge tube of the supercharger. On other applications, it may be more convenient to mount the bypass valve on the intake plenum. Often times because of space limitations it is more convenient to remote mount the bypass valve at a location where space allows. On custom applications, the location being chosen should allow for the space limitations and aesthetics of the particular systems installation.
Any supercharger system that is operating in excess of 10 PSIG requires installation of a race air bypass valve to prevent compressor surge. All V-1 R, V-1 T, V-7, V-3, and V-4 superchargers require a mondo air bypass valve.
A standard air bypass valve should be used on all supercharged applications where the supercharger is making more than 6PSIG. The advantages of using an air bypass valve includes eliminating compressor surge (the noise heard during deceleration) for quieter supercharger operation, and reduced heat soak in the discharge tube and the supercharger.
Detonation at high engine RPM is generally caused by a lack of fuel or improper ignition timing advance setting. Other causes of detonation can be high engine temperature, excessive supercharger discharge temperature, low octane fuel, bad spark plugs or excessive boost.
Detonation is the sudden increase in cylinder pressure caused by pre-ignition in the combustion chamber. This happens as the flame front moves from the ignition point, pressure waves in the combustion chamber crash into the piston or cylinder walls. This results in the sound known as knock or ping. This condition is strongly influenced by fuel-octane rating, ignition timing, and compression ratio as well as boost levels.
Fuel pressure fluctuations can be traced to several situations. Always make sure you have installed the fuel system portions of the kit per the instructions. Make sure the FMU lines are connected correctly at the fuel rail and the FMU. This is the most frequent cause of fuel pressure problems. If the fuel pressure falls off while the system is in boost, this is usually an indication that the fuel delivery is inadequate and the entire fuel system needs to be evaluated to ensure that all portions of the systems are functioning. Check the fuses to make sure the current is flowing to the pumps, check the electrical ground for the pump, also check the voltages at the pump to make sure adequate voltage is present in the system. A boost and fuel pressure gauge should be installed in the vehicle to verify the correlation between boost and fuel pressure.
The size of the fuel injector you choose to run depends on the amount of power you desire to produce. In simple terms, it takes fuel to make horsepower. Vortech supercharger systems are designed to use stock fuel injectors in most cases or have additional fuel system provisions in the supercharger system.
Cam selections are best discussed with various cam manufacturers. Many people select cams which are not the correct choice for centrifugal superchargers. When discussing the cam with a manufacturer make sure they understand a Turbo cam or a cam for a Roots style supercharger is different than a centrifugal supercharger cam. Generally speaking, the supercharger and the cam do the same thing (increase volumetric efficiency). Be cautious of choosing a cam that has large amounts of lift and duration. Ideally, for a street application retaining decent idle, emissions, and driveability are important. For these reasons, we suggest a "moderate" camshaft. Given the choice between two cams, we suggest the milder of the two for street applications.
Vortech Engineering, LLC has conducted extensive testing of most intercoolers/aftercoolers currently on the market. Test results indicate that for street driven purposes below 8-9 PSIG, installing an aftercooler has marginal effects when using a Vortech supercharger (due to the high efficiency of the supercharger). Nearly all of the intercoolers/aftercoolers available on the market have poor effectiveness and actually can cause parasitic losses equal to or greater than the power gained by installing a intercooler/aftercooler. Vortech has developed systems which are substantially more effective at lowering discharge temperatures without causing driveability problems and pressure drops thru the cooling core and ducting.
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