Toyota Sc 14 Supercharger

[CorrAnt]

Toyota SC-14 Supercharger
Description and Operation
Both of these superchargers are roots-type positive displacement= superchargers.
The rotors are fluorine resin coated. The units have their own lubricati= ng oil,=20 130cc. Stock boost is regulated to about 0.7 bar, and the units are normall= y=20 driven at 1.25 times crank speed (4A-GZE has a 7500rpm redline). Oversize= pulleys are available.
The Toyota 4-AGZE motor was used in the 86-89 MR2 Supercharged edition M= R2s. The motor is a modified 4-AGE unit coupled to an electronically engage= d roots type supercharger manufacturer currently unverified) and a Nippon D= enso air-to-air intercooler. Static compression ratio of the motor was drop= ped from 9.4:1 to 8.0:1. The camshafts are identical to a normally aspirate= d car, although their timing may be different. The motor is fitted with a d= ifferent type of injector with a higher flow capacity. Boost level is set a= t 8 PSI and achieved at 4000 RPM and higher, however the supercharger creat= es usable boost from idle through redline.
The supercharger is driven by a serpentine belt off of the crankshaft an= d shares=20 its drive belt with the water pump.
The supercharger adds heat to the intake charge both by conduction of ho= using heat since the supercharger is bolted onto the engine and also by pre= ssurizing the intake charge. With the bypass valve open and the supercharge= r disengaged the intake system raises the intake charge temperature by abou= t 30 degrees F once everything is up to operating temperature. Running unde= r full boost with an outside air temperature of 50 degrees F the air temper= ature of the SC outlet can get as high as 270 degrees.
Vent holes are placed at three points in the housing. One in the rear ge= ar housing and one to each of the shaft ends of the vanes on the front of t= he supercharger. The vents are all connected together via external metal tu= bes and hosing. An air valve is connected to all the vents, which can purge= them to the intake system after the airflow meter but before the throttle = body.
Supercharger Clutch
The supercharger clutch works in the same way as an air conditio= ning compressor clutch. The pulley itself spins freely on the supercharger-= input shaft. A coil=20 of wire sits behind the pulley and a metal disc sits in front. The front di= sc is connected to the actual input shaft of the supercharger. When the coi= l is energized, the disc is drawn against the rotating pulley and they then= rotate together as a unit until the coil is de-energized.
The manufacturer intended this clutch to be operated based on intake man= ifold vacuum.=20 If vacuum drops below 8"Hg the supercharger clutch is engaged. The clutch s= hould stay on=20 until the intake manifold vacuum has risen to over 10"Hg for a period of 5 = seconds. This time delay is required to avoid cycling of the clutch during = shifts and momentary throttle transitions. A delay circuit is required to r= eplicate this behaviour when fitting these units to other vehicles
The manifold vacuum during highway driving will be low enough that the S= C clutch will stay engaged all the time with an appropriate controller circ= uit of this type
Physical and Functional Data
Type Year Model Length Width Height Weight = Displacement
SC14 85-89+ 1G-GZE 311mm 148mm 254mm 11.9kg = 1420cc
SC12 86-89+ 4A-GZE ~249 148 254mm 10.8kg = 1200cc
Maintenance Data
Supercharger bearings
For the small bearing (shorter shaft, sealed only one side)
Koyo part number: 03NU0514-7
Inner diam: 0.668"
Outer diam: 1,772"
Thickness: 0.548"
For the thicker one, sealed both sides
Number unreadable, but seal number 03NU0518-2 (the "8" is a guess)
Same inner and outer diameter,
Thickness: 0.705"
10,000rpm +
Lubricant
The gears are run in Toyota supercharger oil, Toyota part number= 08885-80108. Total gear housing capacity is 130ml. Other types of lubrican= ts may work satisfactorily. It is not unreasonable to expect a decent hypoi= d gear oil to work. A 90-weight synthetic gear oil appears to be the closes= t commonly available equivalent.
Disassembly
Two special tools are required for disassembly of the supercharg= er; SST 09504-00011 for keeping the pulley from rotating while you undo the= nut that holds the clutch hub to the supercharger. If you have an impact w= rench you might be able to get by without this for removal. However you wil= l still need something to hold the pulley when you tighten the nut down upo= n re-assembly. SST 09814-22010 for removing the ring nut that holds the clu= tch pulley on. You can't get by without this short of having a set of ring = nut sockets or custom building the equivalent tool.
Calculating Blower Characteristics
Assuming the same blower:crank RPM ratio, and assuming the same = inlet/outlet
temps,
Pbig =3D Psmall * (Dbig / Dsmall)
Psmall =3D boost pressure with small blower in *absolute* units
Dsmall =3D displacement of small blower, any units
Dbig =3D displacement of big blower, same units as above
Pbig =3D boost pressure, in absolute units, with big blower
If you had 10 psi with the SC12. That's 24.7 psia at sea level.
With an SC14. (1.42L vs. 1.2L )
24.7 * (1.42 / 1.20) =3D 29.2 psia, or 14.5 psi boost at sea level.
This is only a basic calculation and doesn=92t take into account tempera= ture and altitude



http://homepages.ihug.com.au/~ovlov/technical/

 

[CorrAnt]

 

[CorrAnt]

Notes on the Toyota 4AGZE Supercharger System

Reprinted with permission, some additions made.

Overview
The Toyota 4A-GZE motor was used in the 86-89 Supercharged edition MR2s, as well as Levin's and Trueno's from 1988. The motor is a modified 4A-GE unit coupled to an electronically engaged roots type supercharger and a Nippon Denso air-to-air intercooler. Static compression ratio of the motor was dropped from 9.4:1 to 8.0:1. In 1990 the ratio was then increased to 8.9:1, and the management system used a MAP sensor. The 8.9:1 engines also featured Toyota's new small port 4A-G head. The camshafts are identical to a normally aspirated 4A-G. The motor is fitted with a different type of injector with a higher flow capacity. Boost level is set at 8 PSI and achieved at 4000 RPM and higher, however the supercharger creates usable boost from idle through redline.

The supercharger is driven by a serpentine belt off of the crankshaft and shares it's drive belt with the water pump. An electromagnetic clutch is installed on the supercharger, allowing it to freewheel when it is not needed. The clutch is controled by the engine's electronic control unit (ECU). A combination blow-off/bypass valve is provided to route air around the supercharger when the clutch is disengaged or when boost exceeds 8 PSI (nominal). The valve is operated by manifold vacuum/pressure. The ECU has the ability to force the bypass closed via an electronic vacuum cut off solenoid valve.

An oil-to-water cooler is used, the transmission and drive shafts were upgraded and a 10mm larger clutch was was added along with a new flywheel. A green light emitting diode indicator located on the tachometer and labled "Supercharger" is activated by the ECU whenever intake manifold pressure is positive. An engine knock sensor and a fuel octane selection switch were also added (MR2).

T-tops were installed on all Supercharged MR2 models.
Components
Supercharger
The supercharger is a roots type unit, manufacturer is unknown at this time. The lower vane is driven by the pully and drives the upper vane via gears located in the rear of the housing. The gears are run in Toyota supercharger oil, Toyota part number 08885-80108. Total gearhousing capacity is 130ml.

Two special tools are required for disassmbly of the supercharger; SST 09504-00011 for keeping the pully from rotating while you undo the nut that holds the clutch hub to the supercharger. If you have an impact wrench you might be able to get by without this for removal. However you will still need something to hold the pully when you tighten the nut down upon re-assembly. SST 09814-22010 for removing the ring nut that holds the clutch pully on. You can't get by without this short of having a set of ring nut sockets or custom building the equivalent tool.

Vent holes are placed at three points in the housing. One in the rear gear housing and one to each of the shaft ends of the vanes on the front of the supercharger. The vents are all connected together via external metals tubes and hosing. An air valve is connected to all the vents which can purge them to the intake system after the airflow meter but before the throttle body.

The supercharger adds heat to the intake charge both by conduction of housing heat since the supercharger is bolted onto the engine and also by pressurizing the intake charge. With the bypass valve open and the supercharger disengaged the intake system raises the intake charge temperature by about 30 degrees F once everything is up to operating temperature. Running under full boost with an outside air temperature of 50 degrees F the air temperature of the SC outlet can get as high as 270 degrees.

Supercharger clutch
The supercharger clutch works in the same way as an air conditioning compressor clutch. The pully itself spins freely on the supercharger input shaft. A coil of wire sits behind the pully and a metal disc sits in front. The front disc is connected to the actual input shaft of the supercharger. When the coil is engergized, the disc is drawn against the rotating pully and they then rotate together as a unit untill the coil is de-energized.

The ECU engages the supercharger based on intake manifold vacuum. When the vacuum drops below 8" the supercharger clutch is engaged. The clutch stays on untill the intake manifold vacuum has risen to over 10" for a period of 5 seconds. This time delay was added to avoid cycling of the clutch during shifts and momentary throttle transitions.

The clutch is operated by the ECU via a relay. The relay operates the clutch by grounding one side of the coil. The other side of the coil is connected to +12 volts when the ignition is in the ON position.

An intersting note is that the manifold vacuum will be low enough during highway driving that the SC clutch will stay engaged all the time. This typically occurs at speeds over 65 MPH.

Air Bypass Valve
The air bypass valve (ABV) serves two functions. The first is to provide a route for air to bypass the supercharger when it is not spinning. The second is to act as a blow-off valve when boost exceeds aproximatly 8 PSI. The blow off point varies significantly between cars from 8 to 10 PSI.

The valve is attached to the rear of the supercharger and is closed when the car is not running. It is in effect, a spring loaded plunger that blocks a port that runs from the supercharger inlet to the outlet. When the intake manifold pressure on the plunger exceeds the spring pressure, the valve starts to open, allowing the outlet side to discharge some of it's air back into the inlet. This sets the maximum boost pressure.

The bypass function is achived by adding a vacuum operated diaphram on the back side of the valve, which pulls the valve open. As soon as the car turns over, intake manifold vacuum is created, which is routed to the diaphram and opens the bypass port. As the throttle is opened, vacuum in the intake manifold drops and the valve starts to close. The valve starts closing around 4-5" of intake manifold vacuum and is fully closed by 1-2". Since the computer has activated the SC clutch when intake vacuum dropped to 8", the supercharger starts spinning while the bypass valve is still open. The valve starts closing with the supercharger already spinning thus creating a gradual smooth transition from an open to closed intake system.

The computer also controls a solenoid valve that vents the vacuum diaphram on the air bypass valve to outside air. By doing this, the computer can cause the ABV to close irregardless of intake manifold vacuum. This valve opens as soon as there is positive pressure in the intake, thus keeping the diaphram from working in reverse and pushing the ABV valve closed more tightly as intake pressure increases. The computer also holds the ABV closed this way when there is sudden vacuum in the intake, such as when you release the throttle during a shift. This way the intake system stays sealed to the supercharger while you shift and the system does not have to re-seal when you step on the gas again. After several seconds of closed throttle (constant vacuum in the intake), the computer releases the valve and disengages the supercharger.

Interestingly, connecting the diaphram directly to the intake system, thus causing the valve to cycle open during shifts does not produce any noticable change in throttle response.

Intercooler
The intercooler is a Nippon Denso unit (part # 127100-0153) with 19 cores. Surface area is 200mm X 290mm with a depth of 65mm. The inlet and outlet tubes run the length of the intercooler and are 50mm in diameter.

At idle the underhood temperature rises to about 120 at which point the fan installed in the side vent (of the MR2) activates, bringing the temperature back down to about 100 degrees before shutting down. Note that the temperatures above were measured directly below the intercooler. Under hood temperatures vary considerably by location, for example the the fan sensor, which is located near the exhaust manifold activates at ~160 degrees F and disengages at ~130 degrees.

 

[CorrAnt]

Notes on the Toyota 4AGZE Supercharger System

Reprinted with permission, some additions made.

Overview
The Toyota 4A-GZE motor was used in the 86-89 Supercharged edition MR2s, as well as Levin's and Trueno's from 1988. The motor is a modified 4A-GE unit coupled to an electronically engaged roots type supercharger and a Nippon Denso air-to-air intercooler. Static compression ratio of the motor was dropped from 9.4:1 to 8.0:1. In 1990 the ratio was then increased to 8.9:1, and the management system used a MAP sensor. The 8.9:1 engines also featured Toyota's new small port 4A-G head. The camshafts are identical to a normally aspirated 4A-G. The motor is fitted with a different type of injector with a higher flow capacity. Boost level is set at 8 PSI and achieved at 4000 RPM and higher, however the supercharger creates usable boost from idle through redline.

The supercharger is driven by a serpentine belt off of the crankshaft and shares it's drive belt with the water pump. An electromagnetic clutch is installed on the supercharger, allowing it to freewheel when it is not needed. The clutch is controled by the engine's electronic control unit (ECU). A combination blow-off/bypass valve is provided to route air around the supercharger when the clutch is disengaged or when boost exceeds 8 PSI (nominal). The valve is operated by manifold vacuum/pressure. The ECU has the ability to force the bypass closed via an electronic vacuum cut off solenoid valve.

An oil-to-water cooler is used, the transmission and drive shafts were upgraded and a 10mm larger clutch was was added along with a new flywheel. A green light emitting diode indicator located on the tachometer and labled "Supercharger" is activated by the ECU whenever intake manifold pressure is positive. An engine knock sensor and a fuel octane selection switch were also added (MR2).

T-tops were installed on all Supercharged MR2 models.
Components
Supercharger
The supercharger is a roots type unit, manufacturer is unknown at this time. The lower vane is driven by the pully and drives the upper vane via gears located in the rear of the housing. The gears are run in Toyota supercharger oil, Toyota part number 08885-80108. Total gearhousing capacity is 130ml.

Two special tools are required for disassmbly of the supercharger; SST 09504-00011 for keeping the pully from rotating while you undo the nut that holds the clutch hub to the supercharger. If you have an impact wrench you might be able to get by without this for removal. However you will still need something to hold the pully when you tighten the nut down upon re-assembly. SST 09814-22010 for removing the ring nut that holds the clutch pully on. You can't get by without this short of having a set of ring nut sockets or custom building the equivalent tool.

Vent holes are placed at three points in the housing. One in the rear gear housing and one to each of the shaft ends of the vanes on the front of the supercharger. The vents are all connected together via external metals tubes and hosing. An air valve is connected to all the vents which can purge them to the intake system after the airflow meter but before the throttle body.

The supercharger adds heat to the intake charge both by conduction of housing heat since the supercharger is bolted onto the engine and also by pressurizing the intake charge. With the bypass valve open and the supercharger disengaged the intake system raises the intake charge temperature by about 30 degrees F once everything is up to operating temperature. Running under full boost with an outside air temperature of 50 degrees F the air temperature of the SC outlet can get as high as 270 degrees.

Supercharger clutch
The supercharger clutch works in the same way as an air conditioning compressor clutch. The pully itself spins freely on the supercharger input shaft. A coil of wire sits behind the pully and a metal disc sits in front. The front disc is connected to the actual input shaft of the supercharger. When the coil is engergized, the disc is drawn against the rotating pully and they then rotate together as a unit untill the coil is de-energized.

The ECU engages the supercharger based on intake manifold vacuum. When the vacuum drops below 8" the supercharger clutch is engaged. The clutch stays on untill the intake manifold vacuum has risen to over 10" for a period of 5 seconds. This time delay was added to avoid cycling of the clutch during shifts and momentary throttle transitions.

The clutch is operated by the ECU via a relay. The relay operates the clutch by grounding one side of the coil. The other side of the coil is connected to +12 volts when the ignition is in the ON position.

An intersting note is that the manifold vacuum will be low enough during highway driving that the SC clutch will stay engaged all the time. This typically occurs at speeds over 65 MPH.

Air Bypass Valve
The air bypass valve (ABV) serves two functions. The first is to provide a route for air to bypass the supercharger when it is not spinning. The second is to act as a blow-off valve when boost exceeds aproximatly 8 PSI. The blow off point varies significantly between cars from 8 to 10 PSI.

The valve is attached to the rear of the supercharger and is closed when the car is not running. It is in effect, a spring loaded plunger that blocks a port that runs from the supercharger inlet to the outlet. When the intake manifold pressure on the plunger exceeds the spring pressure, the valve starts to open, allowing the outlet side to discharge some of it's air back into the inlet. This sets the maximum boost pressure.

The bypass function is achived by adding a vacuum operated diaphram on the back side of the valve, which pulls the valve open. As soon as the car turns over, intake manifold vacuum is created, which is routed to the diaphram and opens the bypass port. As the throttle is opened, vacuum in the intake manifold drops and the valve starts to close. The valve starts closing around 4-5" of intake manifold vacuum and is fully closed by 1-2". Since the computer has activated the SC clutch when intake vacuum dropped to 8", the supercharger starts spinning while the bypass valve is still open. The valve starts closing with the supercharger already spinning thus creating a gradual smooth transition from an open to closed intake system.

The computer also controls a solenoid valve that vents the vacuum diaphram on the air bypass valve to outside air. By doing this, the computer can cause the ABV to close irregardless of intake manifold vacuum. This valve opens as soon as there is positive pressure in the intake, thus keeping the diaphram from working in reverse and pushing the ABV valve closed more tightly as intake pressure increases. The computer also holds the ABV closed this way when there is sudden vacuum in the intake, such as when you release the throttle during a shift. This way the intake system stays sealed to the supercharger while you shift and the system does not have to re-seal when you step on the gas again. After several seconds of closed throttle (constant vacuum in the intake), the computer releases the valve and disengages the supercharger.

Interestingly, connecting the diaphram directly to the intake system, thus causing the valve to cycle open during shifts does not produce any noticable change in throttle response.

Intercooler
The intercooler is a Nippon Denso unit (part # 127100-0153) with 19 cores. Surface area is 200mm X 290mm with a depth of 65mm. The inlet and outlet tubes run the length of the intercooler and are 50mm in diameter.

At idle the underhood temperature rises to about 120 at which point the fan installed in the side vent (of the MR2) activates, bringing the temperature back down to about 100 degrees before shutting down. Note that the temperatures above were measured directly below the intercooler. Under hood temperatures vary considerably by location, for example the the fan sensor, which is located near the exhaust manifold activates at ~160 degrees F and disengages at ~130 degrees.

 

[CorrAnt]

Intake charge temperature drops between 100 and 50 degrees depending on conditions. When the intercooler is cold, full throttle opening will yield a 100 degree temperature drop which then falls back to a low of 50 degrees as the intercooler itself heats up. 10 seconds after 1/8 throttle to full throttle opening the intercooler temperature drop is down to 75 degrees and within 30 seconds falls to 60 degrees, falling at a slower rate after that.

Actual outlet temperatures were as follows with an outside air temperature of 59 degrees F.

Partial throttle cruise at 70MPH (SC engaged, 8" vacuum) 100 F

Partial throttle cruise at 70MPH after full boost run 130 F

Idle, engine compartment fan on. 100 F

Maximum observed outlet temperature (long uphill run, 10 PSI) 200 F

Air Vent Control Valve
The valve connects the supercharger gear case and end seals to the intake system before the throttle body. The valve is operated by the ECU. With the valve closed, pressure inside the vent system runs about 1/2 of the manifold pressure (or vacuum as the case may be).

The reason for this is to minimize the pressure differential between the vane end seals and the outside air. The ECU opens the vent line when manifold intake vacuum is betwen 0 and 3".

Knock sensor
The knock sensor is attached to the engine block and sends the ECU an electrical signal that corresponds to engine vibration. The ECU filters the signal for frequencies of interest during a time window that is syncronized with crankshaft rotation to look for a characteristic signal that is produced during knocking.

If knocking is detected the ignition timing is backed off and then slowly returned to normal unless knocking is detected, in which case the cycle starts over. The detection time for knocking is in the 1-2 second range. No attempt is made to drop the boost level when knocking is detected.

Gas selection switch (MR2)
A switch is provided on the dashboard to select what type of gasoline is in use (high or low octane). Function is currently unknown, although changes in ignition timing would be expected.

Supercharger oil replacements
The cost of Toyota SC lubricant is quite high. Other types of SC lubricants may work satisfactorily. Other places to try for lubricant are Ford (a roots type supercharger was used on the Thunderbird), GM (the Bonneville SC uses a roots supercharger) and any of the aftermarket roots supercharger manufacturers such as BI, Magnuson or Weiand.

Numbers
Various raw data collected.

BHP: 145 @ 6,400 RPM, 165 @6,400RPM (1990 -)
Tourqe: 137lb/ft @ 4,400 RPM, 151lb/ft @ 4,400RPM (1990 -)
Source: Toyota, TRD

Curb Weight: 2605 lbs (MR2), 2,200 lbs (Levin).
Fuel Capacity: 10.8 US gallons
0-60 MPH Time: 6.5-7.0 seconds
Lateral Acceleration: .78-.80G

Crank pulley/harmonic balancer diameters: 130mm alternator, 145mm supercharger.
Rim sizes: 14 X 6.0 inches (stock)
Rim Offset: 33mm
Tire Sizes: 185/60/HR14 (stock)
Boost:
3 PSI at 1000 RPM in 5th gear
6 PSI at 2000 RPM
7 PSI at 3000 RPM
8 PSI at 4000 RPM
8 PSI at 5000 RPM
8.25 PSI at 6000 RPM

Modifications
Jumper air bypass valve diaphram to the intake manifold
This modification prevents the air bypass valve from acting like a blow off valve and disables the computers control over the ABV. Recomended for running higher than stock boost levels. A simple modification that involves running the vacuum hose from the ABV diaphram directly to the intake manifold and putting a cap on the line that ran from the VSV to the ABV. Only a T and vacuum cap are required.

HKS overdrive pully
Replacement crankshaft pulley/harmonic balancer. Provides a higher drive ratio to the supercharger and water pump. Pully diameter is 10mm larger for the supercharger belt. Supercharger makes 2 PSI more boost with no other modifications except jumpering of the air bypass valve as noted above.

Intercooler fan
Results from testing show very marginal improvements by adding a radiator type fan to the intercooler. The fan simply cannot generate enough pressure compared to the aerodynamics of the car to make a significant change in the flow through the intercooler. Intake charge temperature ran about 10 degrees lower with the fan operational. Usefull for pre-cooling the intercooler when stopped, but that's about it.

Problems
Belt slip
Belt slippage is a known problem with the supercharger belt. Getting the tension set right by feel is very difficult as the belt runs are short, thus making the belt appear very tight when it isn't. A tensioning gauge is highly recommended.

Belt slip manifests itself by a squealing or an air leaking type of sound over a particular RPM. The noise can be intermittent. A noticable drop in boost (around 2-3 PSI) is usually observed during the slip.

Copyright (C) 1996, 1997, All Rights Reserved.
David Kucharczyk
_________________

 

[CorrAnt]

Supercharger Oil Change
The next maintenance tip is about checking the oil contained in the supercharger. Special maintenance procedures required for checking or replenishing the oil level of the supercharger assembly installed on the MR2® with a 4A-GZE engine should be followed exactly.

The Supercharger oil level should be checked every 30,000 miles (48,000 km) or 36 months and if the oil needs to be topped off or replaced. Be on the safe side and use Toyota® Supercharger Oil, part number 08885-80108. The special procedure is as follows.

1. First, you should check the oil level on the dipstick with the engine cold and the vehicle on level ground. To improve access to the dipstick, follow these steps:

Remove the clamp-retaining bolt.
Remove the vacuum-switching valve retaining bolt. Do not disconnect the hoses from the vacuum-switching valve.
Turn the yellow-headed supercharger oil level dipstick counterclockwise and remove.
2. Wipe the dipstick clean with a rag.
3. Reinsert the dipstick-turn it fully clockwise, or the reading will not be correct.

4. Remove the dipstick again and check the oil level. If it is between the "F" and "L" marks it is okay. If the oil level is below the "L" mark (or not showing on the dipstick), add oil up to the "F" line.
NOTES:
1. Add Toyota® supercharger oil through the dipstick tube with a syringe or equivalent devise.
2. Always recheck the oil level.
3. Avoid overfilling or a low oil level, which could damage the supercharger.


Допронение от САМ:
Вообче SC14,он-же роторный нагнетатель Ванкеля,одна из модификаций Ртса.Был разработан для фирмы Тойота в по-моему 83 или 85 что-ль году очень известной фирмой ОГУРА,которая до сих пор выпускает их модификации только под своим лейблом,называються ТХ14,ТХ20 и т.д..У них есть свой сайт:

http://www.oguraclutch.co.jp/english/e_products/sc/sc-1.htm

Ｕｎｉｔ ＴＸ０４ ＴＸ０７ ＴＸ１０ ＴＸ１２ ＴＸ１５ ＴＸ２０
Theoretical discharge cc/rev 410 730 960 1160 1460 2060
Maximum r.p.m.（continuous） ｒｐｍ 12,000 12,000 11,000 11,000 10,000 9,000
Maximum r.p.m.（instantaneous） ｒｐｍ 15,000 15,000 14,000 14,000 13,000 13,000
Maximum pressure ratio（continuous） 1.8 1.8 1.8 1.8 1.8 1.8
Maximum pressure ratio (instantaneous) 2.0 2.0 2.0 2.0 2.0 2.0
Maximum discharge at maximum r.p.m.(at pressure ratio 1.8） m3 /h 235 415 500 605 675 920
Weight ｋｇ 5.3 6.6 7.8 8.4 10.0 15.0

 

[Hellraiser-Rostov]

Антон..реально инфы нарыл..кое-что интересное подчеркнул(в моей базе японочарджера прибавилось инфы)Респект!

 

[jonynyk]

а инфы по русски нет случайно для тех кто учил английский в военном универе. ну или в двух словах SC14 енто хорошо или плохо.

 

[Nomid_G40]

а че как некруто то, всего 0,55 бара наддув в мотор 1.6.
а у народа тут бар с лишним он валил в 1.8 двигло

 

[avtozap]

а че как некруто то, всего 0,55 бара наддув в мотор 1.6.
а у народа тут бар с лишним он валил в 1.8 двигло

А случаем он на этой машинки не стоит?

Модель CROWN GS13#,LS13#,MS13#,YS130,UZS131,JZS13#
Модификация GS131-ATSQR
Тип КПП АКПП
Двигатель 1GGZE 2000CC 24-VALVE DOHC EFI SUPER CHAGER

Руль N/A
Дополнительное описание NORMAL BODY ; HARD TOP SERIES ; ROYAL SALOON TYPE ; SUPER CHARGERD. ;
Регион Япония

 

[avtozap]

http://toyota.japancats.ru/details.asp?carid=165&modelcode=75&treg=J&vin=&frame1=&frame2=&piid=7547 Рисуночек навсякий случай

 

[Hellraiser-Rostov]

а че как некруто то, всего 0,55 бара наддув в мотор 1.6.
а у народа тут бар с лишним он валил в 1.8 двигло

Так и есть..именно 1. с лишним(после рассчёта ролика пришли к 1 ровно)..ты не забывай-что эти цифры на стоке и соотношение шкива 1-1..а у нас совсем другое соотношение.И моторы там и 1.6 и 2.0 и 2.3 и даже 2.5..всё с разницей соотношения валов.

 

[Nomid_G40]

конкретно в этом тексте речь идет про 1.6 20в мотор. Тоесть ты хочеш сказать что конкретно этот нагнетатель ставят и на 2.3 и на 2.5 мотор просто меняя диаметр шкива??

 

[Hellraiser-Rostov]

конкретно в этом тексте речь идет про 1.6 20в мотор. Тоесть ты хочеш сказать что конкретно этот нагнетатель ставят и на 2.3 и на 2.5 мотор просто меняя диаметр шкива??

Нагнетателей этих видов 5(хотя внешне все похожи-только покрытие лопастей и их строение разное и ещё приводных шестерен)..да-и ставились на разные моторы..конкретно на мотор 4А(левин и всяки другие)ставили SC12,немного уменьшенный вариант(как итон 45)..а максимально встречал лично на моторе 2.5л(SC-14)...и именно в размере-только не шкива-а электромагнитной муфты разница в наддуве.

 

[WereRat]

Чет я не поняяял... Почитавши текст, даже просто поискав глазами знакомые аббревиатуры, можно уяснить что тойота юзала два компрессора, SC12 и SC14... и что ставили их на моторы 4A-GZE и 1G-GZE соответственно... Далее поискавши немного, можно узнать, что 4A-GZE был 1.6(причем А-серия была от 1,3 до 1,8 литра), а 1G 2-х литровый(G-серия были только двухлитровые). Откуда нарисовались 2,3 и 2,5 нипонел...
Кто знает другие компрессорные моторы у тойоты, напишите их коды и на что они ставились...

 

[Roxter]

Схемы устройства SC12 и SC14 +двигатели 1G-GZE или 4A-GZE

 

[darkmatter]

что задумал, хитрец? вроде всё недавно хотел G60 поставить? признавайся.

 

[yogavich]

он у мну увидел сцшку наверно и захотел.
в дополнение темы:
Масло там оригинальное спецефическое жудко пахнущая я найти не смог. На тоётовских форумах нашел инфу что пиплы льют трансмиссионное масло Castrol TAF-X 75W-90.

 

[CorrAnt]

Америку не открою, но все же
SC14 производительность 1420сс за оборот
Max RPM(continuous) = 10000(RPM)
Max RPM(instantaneous) = 13000(RPM)
Max Pressure ratio (continuous)= 1.8 бар (абсолютное)
Max Pressure ratio (instantaneous)= 2.0 бар (абсолютное)
Max Discharge at Max RPM (at pressure ratio 1.8)= 675(m3/h)

Спасибо Zhora за подгон инфы.

если б еще кто карту по этому компрессору подогнал..