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MG MGF Technical - Supercharger

where can i get a supercharger kit for my f? i have seen them about but i cant remember the sites as ive been saving my pennies for a while now!!!
Nick Lewis

turbo-tehnics

600000 pennies though
Will Munns

best fix the smell and the ticky tappets first!!!
JohnP

http://www.turbotechnics.com :o)

I think that you'd need to sell the throttle bodies and maybe the cam as well? Also the preffered aftermarket ECU for the Turbotechnics conversion is the Emerald; not sure whether they're able to accomodate your GEMS ECU?
Rob Bell

Yep the supercharger is *instead of* the throttle bodies (it includes an inlet plenum).

SF
Scarlet Fever

so how much bhp would i be up to then? as its 175bhp with th mtb's
Nick Lewis

Depends on the head being used - and whether the cams are suitable for use with a supercharger - but an MPi can comfortably see over 190bhp - and that's not the whole story, as there is masses more torque than your engine is currently capable of :o)
Rob Bell

Does anyone know who has a supercharged mgf, i mean one that has has been put on the car later rather than an sp cheeta?
Nick Lewis

>>Does anyone know who has a supercharged mgf, i mean one that has has been put on the car later rather than an sp cheeta?

Yes.
Dave Livingstone

>>Does anyone know who has a supercharged mgf, i mean one that has has been put on the car later rather than an sp cheeta?

>>Yes.


Sorry - couldn't resist that :-)

Unfortunately, the person concerned is not on email or the internet. If you want a chance to talk to him, however, he will driving his supercharged F (probably with a huge grin on his face) around Donington on October 7th, as he's a particpant in the MGoT track day (see http://www.mgs-on-track.com) Spectators welcome. Bring a helmet, sign on as a passenger and perhaps you could persuade him to give you a ride!

Dave Livingstone

Great i might give that ago then!!
Nick Lewis

I've got a supercharged F....and a big grin. Get in touch if you want more info.
Tony
A C Webber

I have also been looking into Supercharging my F, I do find the TT price a bit steep seeing as Moss Europe do supercharger kits for MGB, MGA Mazda MX5 and someting else for around two and a half grand!! They used to do one for the F but not anymore?!?!?!?!?
Kevin s

I suspect that you get what you pay for Kevin - the TT supercharger may sound expensive, but it is a thoroughly designed kit that appears to be very reliable with a reproducible 200+ bhp performance...

Only wish I had the cash!!!
Rob Bell

But I am still curious about the Moss set up. £3500 is a big difference - Does anyone know what Supercharger was used? or have any detail about the kit.

Following on from this, there is a great new mag out - Practical performance Car - and this is running a series of article about DIY Superchargers, makes it sound so easy!! Apparantly the Mini blower is a good one to use as they are discarded when the cars have a certain engine upgrade.
Kevin s

Moss sold the Rotrex SC, as did SP and TT nowadays
David Peters

I suspect that the supercharger used by Moss for the other cars listed, the MGB and MX5, is probably an Eaton Kevin.
Rob Bell

The big difference is that the TT kit replaces your pistons, rods and liners. The stock ones are not up to the job and give too high a compression ratio. If you want your pistons to exit stage left then just bolt on a supercharger, if you want it to last then you need to do something about your pistons.

Dave
Dave Andrews

AAHH that would explain the difference in cost - bolt on as opposed engine rebuild. Best I get saving then.....
Kevin s

Hmm, I´ve allways been wondering what PSI the TT SC provides. 5psi-6psi doesn´t require low compression pistons and perhaps not even an IC, depending on intake charge Temp.
Does a SC heat up intake charge as much as a turbo? Don´t know for sure either. A turbovanes are fed by red hot exhaust gass so should heat up the intake charge in the neighbouring compressor housing too. that´s in addition to the thermodaynamical fact that T rises upon compression. Which of the latter two (thermo vs exhaust gas)has the greatest share in heating intake charge?
If exhaust gasses, then I reckon a low pression SC doens´t need an IC or reworked pistons (I know K-series has 10,5:1 CR)
cheers
david
david@work

David, I guess that this is the basis for the lower-cost supercharger conversions. I can't help you on the details of the TT conversion, other than repeating what is already on their website.

Regarding intake temperature on a supercharger versus turbo - is heat soak through the turbo that significant? Both systems do respond well to intercooling of the intake charge though.

Kevin, for the cost of the TT conversion, on top of the engine internal modifications that Dave mentions above, you also get a neatly installed intercooler mounted next to the rad. Add to that a custom plenum and a remapped ECU (is it still the piggy back interceptor type chip?), then one sees where your money goes!

Yes, I'd definitely like a TT SC.
Rob Bell

Rob,

Most SC or turbo system benefit from IC. Question is actually can you operate a SC at low PSI without IC. IMO even a LPT cannot be operated without IC (or you´d have to use aqua mist water injection)because high intake charge temps cause premature detonation. If a SC didn´t heat the intake air as much, you might get away without IC.
yet some more £s saved.
David Peters

I am not sure that the 1.8T used in the MGZT uses an IC David?
Rob Bell

Rob,

no kidding! Well that must be a VLPT VeryLow pressure turbo (LOL). The 1.8 has a CR of 10.5:1. I´ve got graphs of the admissbile pressure in relation to IC effiency and CR.
When taking 0% IC efficiency (as in none), 10,5:1 should just about survive it at 5psi. 6psi sounds a bit steep.
Good literature in the subject seems to be coming from a relative of yours :LOL:
Corky bell "maximum boost"

cheers,
david
David Peters

I have just sold My MGF I had is supercharged by TT 4y ago anf it was great fun.

Nobody is interested in buying a car modified as heavily as this and you should take this into consideration.

However the TT supercharger kit is easily removed amd I sold my car as a Standard 1.8i MGF

I have all the bits (except modified con.rods) in the garage, along with notes/diagrams of what went where. For sale if anybody interested
Nigel Madagan

How much are you after for it?
Nick Lewis

I also might be interested in the kit. Please advise me of the cost.
d mottram

mail me if you are interested
Nigel Madagan

Nigel,

did you receive my last e-mail. iam not a Nigerian Lurker if that is what you are thinking. Please respond.

David
d mottram

Hi Nigel,
I am very interested in knowing how the driveability was WITH the short rods when the engine was converted back to "normal" aspirated. Assume that the shorter rods made it a "safe engine", i.e. no contact between valves and piston crown if there was a cambelt failure....
BR, Carl.
Carl Blom

Rob, as ever you're right, no IC on the 1.8T at least on my 75.
Les Piggot

lower compression ratio = less power but lower emmisions

You cannot be seriously thinking of taking your engine out and compleatly apart to fit pistons which will cut the performance of your engine at a cost of £1000's - just in case the cam belt goes?
Will Munns

LEs,
How much BHP than without IC, 160?
David Peters

Just found all the answers: only 150 BHP

<<

Under the Bonnet of the Rover 75 1.8T

For many years, turbo-charged petrol engines have tended to be compromised by the fact that turbo-charger design has inevitably been skewed in favour of the far more common diesel applications. Turbo-chargers designed mainly for the narrower and lower speed bands of diesels were difficult to optimise for petrol engine use, giving less satisfactory results either at low speed or at high speed, according to the size of turbo-charger chosen.

The Rover 75 1.8T, however, takes advantage of Garrett's latest technology, using their new T100 turbine wheel design in a GT20 turbo-charger. Specifically designed to suit modern petrol engine characteristics, the T100 design contributes to the excellent driveability of the 1.8T under all speed and load conditions.

Associated with the turbo-charger installation are a number of important engineering changes. A special exhaust manifold in cast stainless steel can reliably withstand temperatures in the region of 1000 °C. Uprated pistons and connecting rods are fitted, with the piston configured to give a 9.2:1 compression ratio. An uprated oil pump provides a 12% higher oil flow rate to meet the turbine bearing lubrication requirements, while the modified main bearing ladder casting has an inlet for oil return from the turbo-charger.

The throttle body is of course sealed to retain turbo-charger boost pressure, with a suitably revised manifold pressure sensor, and the fuel system modified, with a returnless feed controlled by a pressure demand regulator, plus new fuel injectors with higher maximum flow rates. Modifications to meet the extra cooling airflow demands of the engine and intercooler include a revised undertray for the engine compartment.

The philosophy behind the 1.8T was to use moderate boost pressure, so that the compression ratio could be kept fairly high, (at 9.2:1, compared with 10.5:1 on the normal 1.8 engine), for maximum efficiency at lower engine speeds when running off-boost. Emphasis has also been placed on providing strong and even torque throughout the normal driving range - the curve is virtually flat between 2100rpm and 4000rpm with 215Nm(159lbs ft) developed throughout.

Such torque allows the 1.8T to easily pull higher gearing, using the 3.9:1 final drive of the 2.5-litre models in place of the 4.4:1 unit used for the regular 1.8- and 2.0-litre versions. As a result, the 1.8T has vigorous in-gear acceleration, achieving 30-50 mph in 4th gear in 7.1 seconds.

Through the gears, the 1.8T leads the competition with a 0-60mph dash achieved in 9.1 seconds. Despite the brisk performance, the efficiency and high gearing of the 1 -8T allows enhanced economy, with an official Combined figure of 35.3mpg and Extra Urban of 46.3mpg again leading the class.

On the road, the 1.8T engine refinement and response characteristics harmonise well with the Rover 75 chassis, making the car well balanced and enjoyable to drive at any speed.

>>
David Peters

This thread was discussed between 29/09/2004 and 15/10/2004

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