I’m assuming with the amount of R&D this project has - that you hope to have this as a long term product? Or do you plan on doing a limited run order only?
LANDTANK - SUPERCHARGER
- Thread starter landtank
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- Thread starter
- #122
I don’t know. I’m in this for the enjoyment of designing and making stuff. When you look at companies like Toyota and Magnuson and their support of a SC for our trucks, I think it speaks volumes for expecting long term availability. Right now me and my shop are focused on making these. Once we walk away it’s hard to regain that focus again, especially with a complex product with may custom parts.
If you were able to make a supercharger mount to bolt on a supercharger from a Buick 3800 it would reduce the overall cost I would think. The Buicks use m90 compressors and can be found on Craigslist pretty regularly for 200 bucks or so. The Whipple is probably more efficient by quite a bit and that packaging looks nice. But more expensive.
- Thread starter
- #124
more updates and general info.
met with the pattern guy and the foundry and we have a relatively easy path moving forward. The drawing with the needed changes to accommodate casting should be done in the next few days and then quoted for production.
I've been struggling a little with how to build out the charger on the head and what that sequence would be. After working with it all weekend it finally dawned on me what to do.
Since this design has no fasteners internal to the air stream it can be built out as an assembly on the bench and then installed as an assembled part on the head. To do this I'm having custom studs made that will screw into the head and act like a rail system so you can simply slide that assembly on the rails and into position. It will also support the assembly while you make hose connection that are on the head side of the throttle adapter and will make putting the 3" 90* elbow on a breeze. Simply slide the charger assembly partially off the rails, install the elbow on the discharge pipe, line up the elbow to the extension tube and push the whole assembly in place.
Removing the charger assembly would mean, taking off the drive belt, removing the throttle body, disconnecting the 3" elbow, remove the 3 nuts from the studs and disconnecting a vacuum line from the EVAP circuit. At this point the assembly will slide off the rails and out of the truck.
I was asked about long term availability and I have given it some thought. At this point when purchasing custom parts such and the studs mentioned above I'll be buying quantities for 100 systems. Another item that will fall into this is the stainless tubing for the water lines and vacuum line assemblies. While not actually completing the assemblies the custom items will be on the shelf for when needed.
that's it for now.
met with the pattern guy and the foundry and we have a relatively easy path moving forward. The drawing with the needed changes to accommodate casting should be done in the next few days and then quoted for production.
I've been struggling a little with how to build out the charger on the head and what that sequence would be. After working with it all weekend it finally dawned on me what to do.
Since this design has no fasteners internal to the air stream it can be built out as an assembly on the bench and then installed as an assembled part on the head. To do this I'm having custom studs made that will screw into the head and act like a rail system so you can simply slide that assembly on the rails and into position. It will also support the assembly while you make hose connection that are on the head side of the throttle adapter and will make putting the 3" 90* elbow on a breeze. Simply slide the charger assembly partially off the rails, install the elbow on the discharge pipe, line up the elbow to the extension tube and push the whole assembly in place.
Removing the charger assembly would mean, taking off the drive belt, removing the throttle body, disconnecting the 3" elbow, remove the 3 nuts from the studs and disconnecting a vacuum line from the EVAP circuit. At this point the assembly will slide off the rails and out of the truck.
I was asked about long term availability and I have given it some thought. At this point when purchasing custom parts such and the studs mentioned above I'll be buying quantities for 100 systems. Another item that will fall into this is the stainless tubing for the water lines and vacuum line assemblies. While not actually completing the assemblies the custom items will be on the shelf for when needed.
that's it for now.
Great work! I’d love to ‘slide off’ for emissions/inspections then ‘slide on’ for the next year!!
Hey Rick - when do you expect to start taking deposits?
- Thread starter
- #127
Not sure. I don’t even have a general idea on price yet.
After driving a friend's supercharged 80, I am now in search of a power adder myself. While huge power from a well built turbo setup is very enticing, linear power from a supercharger sounds like a better fit for slow crawling offroad even with a reduction in power.
Subscribed.
Subscribed.
sub'ed ...... it's either more power or find her a new owner...... I need 300-ish HP to do CO or ME trips and not feel like a road hazard....
- Thread starter
- #131
With the exception of the extension tube for the intake all drawings are complete. I got a quote for the pattern for the mount and given that there are 3 parts needed to be cast, the investment in patterns is around $8,000.00 and that is before metal is being poured.
And then you have the actual cost of casting the parts and machining them. And that's just 3 items from a list of more than 12 to build out a kit.
Going into production is going to be dependent on commitment.
I'm now working on putting together a final price based on commitment.
And then you have the actual cost of casting the parts and machining them. And that's just 3 items from a list of more than 12 to build out a kit.
Going into production is going to be dependent on commitment.
I'm now working on putting together a final price based on commitment.
OBD1 compliant?
- Thread starter
- #134
93 and 94 trucks will need to do a PAIR delete and then add an enricher to make up for the lack of fuel when the VAF maxes out. That is something that I won't be offering initially and the ability to do so would mean having access to a truck to build that out.
If I could teleport my truck out to you for test bed purposes, I would (at least it would get driven then).
Another thought. Please think of offering the parts needed for the SC conversion ‘a la carte’. I don’t know about the rest of these fools with their big money bags but I have to be quite creative and discrete in how I hide ‘cruiser spending from HOUSCINC. It’d be really great for guys like me if you’d be willing to offer the impossible bits (think castings and machined adapters) and let us source some of the other off-the-shelf bits from you or other vendors as time, money, and money laundering allow. Doing so might help you get enough people together to make the foundry investment cost effective too. It’d be easier for me to quietly drop $1,200 than it is for me to plop down $5-6k all at once.
- Thread starter
- #138
The only off the shelf bits are the compressor and pulley. Which I was planning on letting people source themselves for warranty purposes.
@landtank
These guys may be a player in your sand/lost cast parts, or any CNC you farm out.
I forgot they were in a work bookmark of mine - HTH.
These guys may be a player in your sand/lost cast parts, or any CNC you farm out.
I forgot they were in a work bookmark of mine - HTH.
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