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Post by danie on Jul 2, 2011 17:11:19 GMT 2
Hi Fanus The noise (deep "grunt" actually) I was referring to, is caused by the huge"open" aftermarket K & N air filter, which can be seen at the pics. If a normal (closed type) air filter have been used , that "grunt" would probably not have been noticeable. My Kawasaki's original closed type air filter has been replaced with loose K & N filters a while ago, and since the change the engine also has a deep "grunt" when the throttle gets opened. Very nice sound actually. I might be a bit of a "windgat", but that noise will not bother me at all. Due to all the noise at work and wind noise - riding motorcycles for many years, I am half deaf anyway . Danie
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Ladaniva
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Post by Ladaniva on Jul 7, 2011 0:42:43 GMT 2
Hi Danie,
yes, I hear you - some "noises" are sometimes quite nice. I remember the years of the expansion boxes on my (multi cylinder) two stroke motorcycles and even now it still puts a smile on my face just thinking of it. On the other hand when I changed to the six cylinder 1300 Kawasaki I loved the smooth quiet sound (or almost lack of sound) untill my brother convinced me to fit a performance exhaust (the first performance exhaust for the 1300 in SA by Wildcat). Man, was that a sound to hear at full song (especially because I used a "pispot" style helmet to hear the sound better)! I actualy wonder if they still build pipes for motorcycles?
I am back now at the less-sound-is-better stage. Also damaged my hearing over the years and I understand that people like us are easier irritated by certain sounds. Now, whenever I get the chance when in the veld with my Lada I open the window and listen to the sounds of nature. The "quiet" in the veld is magic for me now. Another one of the "weighties" I am currently adding to my Niva is sound deadening material, and lots of it. Abrie from Acoustics Audio in Boksburg done the doors of my son's car, C230 Coupe Kompressor (in other words two huge doors), and I can tell you this stuff is amazing. You can just not believe how sound-dead a steel door can become. Once you experienced this stuff your first words will be (like my one friend the other day) "where can I also get it". End of story. It is that good and effective.
Regards,
Fanus
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Post by danie on Jul 7, 2011 6:23:48 GMT 2
Hi Fanus My Kawasaki also has a performance exhaust which has been built by a local exhaust fundi. I have actually requested for a quite exhaust system, but I guess the exhaust guy reckoned that I was talking nonsense, and he fabricated a noisy one. At the beginning I was not too impressed - but I must admit, the exhaust makes me feel at least 20 years younger, and it puts a smile on my face each time I swing a leg over the saddle. During December each year I usually go on a long trip with the Kawasaki, just to clear the brains, to get some fresh air in the lungs, and to get some bugs between the teeth. Solo strip - western Free State: Smallest church on earth - Van Reenen's Pass: Regards Danie
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Post by Charles on Jul 7, 2011 10:10:19 GMT 2
Very nice Danie. I still want to get myself a 650gs (I'm too short for the 1200). Then take it for a nice long break now and then. Just to get away from everything.
Charles
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Post by danie on Jul 10, 2011 10:13:26 GMT 2
Hi All, I also went the route of using flat plates so that the brackets can easily be replicated (and laser cut), saving the next supercharger-fitter a few bucks and time! Regards, Fanus Hi Fanus I assume the mounting plates are for the Aluminum diffs ? If so, and their price is reasonable, I might be interested . I am also considering mounting the diff on plates, instead to the Fiat engine. I am also in regular contact with a local Laser Cutting firm, but getting plates from your source might save some time. Steel would be fine, because I can get it electro plated fairly cheaply. Regards Danie
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Ladaniva
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Post by Ladaniva on Jul 14, 2011 18:59:56 GMT 2
Hi Danie, No, the plates are actually for the supercharger (and possibly for the belt adjuster of the supercharger). You can surely make the plates from any material (steel or carbon fibre etc). It is all about what suites your taste or your pocket. I prefer stainless because it requires no preparation, rust prevention and maintenance and looks classy (and is very strong). The clincher for me is that it is now cheap if cut at a laser cutter, because they supply just the material you need. In my case it is relatively expensive because I am developing the plates without CAD assistance, therefore I innitialy need more material. It will not be cheaper to use my laser cutter company because they do not have the final product/sizes and therfore can not cut it from a drawing (that they should have to be of any use for you). Once I got the final dimensions of the brackets you can just as well have it cut locally. Just an aside: I think it may be well worth shopping around for laser cutting or water jetting services, because surely some vendor will quickly realise that the cost saving of laser cutting is so substantial, compared to machining and coating/painting that they will load prices (espacially for the size of the jobs we require for Nivas). I even saw custom aluminium head gaskets lying at TW Profile in Boksburg! If my info is correct you can have a custom four cylinder gasket for less or around R200.00. If this is not a bargain then I know nothing. I plan to order my steel diff from Lada Doctor next year (complete with the fancy new torson gears), and therefore do not currently plan to make plates (unless I miss something). I can not thank this forum enough for making me aware of the steel front diff (and that, I think Vincent, could do four wheel spins with a steel front diff in a Niva) ;D The front diff, and that diff lock/limited slip diffs were not freely available in SA were my only concerns I had with the Niva for my application. Voila - both solved by this forum! Man, a Niva with diff locks will be a real monster, and a sure show-stealer in Cruiser pavement parker company! Why are you waiting; just get that 1600 Fiat engine in there and enjoy! If you look after the aluminium diffie it should last for your application? Regards, Fanus Regards,
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vincentc
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Post by vincentc on Jul 14, 2011 19:14:17 GMT 2
I must say I still absolutely LOVE the Isuzu 3.2L V6 engine. The Lada engine bay would be large enough tp cram it in as it is still very compact. My first 4x4 double cab pushed 170kw at the wheels. Sadly the pissy Gearmax diff could not handle the CONSTANT abouse I meted out. A few diffs later I sold the DC with over 500k on the clock - Engine untouched. I had not even replaced the cambelt Not a day after I sold it I went back to buy it back as I missed it soo much but it was gone never to be seen again...... Boo hoo Regards Vincent
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Post by danie on Jul 15, 2011 18:30:12 GMT 2
Hi Fanus
To get the brackets laser cut will be quite easy and affordable.The local Laser Cut firm which I was referring to does a lot of laser cutting on some components of our products at work.
Only problem, they do have a hectic work load and I will have to wait for a while for the brackets - and I will obviously have to supply a proper drawing, otherwise the price could be fairly steep.
I just need to wait for my son to assist me in putting a drawing together - they are building a bridge somewhere in the Kruger National Park , and he should be coming home in the near future.
Danie
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RATEL
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Post by RATEL on Jul 22, 2011 8:17:23 GMT 2
Talking supercharger.... ;D ;D ;D ;D Attachments:
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RATEL
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Post by RATEL on Jul 22, 2011 8:18:08 GMT 2
;D ;D ;D Attachments:
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Post by Charles on Jul 22, 2011 10:10:14 GMT 2
That's a proper blower!
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Post by danie on Jul 27, 2011 19:50:49 GMT 2
Just some positive news about the Supercharger modification in Durban:
Since the previous week I have been regularly in contact with the local owner of the Supercharged Lada, as well as the Pro who has installed the Supercharger .
In short, this Supercharger modification is a huge success, and the owner is very happy with the reliability, and performance of the engine.
The owner has mentioned some very interesting additional modifications which have been made by the Pro, to get the final results. It is quite clear that a Supercharger can indeed be installed to the TBI model Ladas , just by adding slight modifications to the standard TBI intake system !
As far as the Pro is concerned - he is a very honest, "old school" mechanic, who knows very well how to make use of basic components in order to install a Supercharger to an engine - just the type of guy who is perfectly capable of putting a smile on a Lada owner's face !
Anyway, I will compile a complete lists of all modifications which have been made to this Lada in the near future - and hope to forward more pics as well.
Danie
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Post by danie on Jul 28, 2011 5:58:40 GMT 2
Just some information about the owner of Franco Motors, Durban - who has done this Supercharger modification:
This guy is a Fiat and Alfa Romeo specialist, and he is probably the only professional mechanic in the world who knows which parts on the Fiat Gearboxes can be used on the Lada Gearboxes.
My advice to any Lada owner in the Durban area who might be in need of professional help with a Lada Gearbox would be:
Get your Gearbox parts from Russia, and take your Gearbox / Lada to Franco Motors, 224 Umbilo, Durban.
This guy knows exactly how to rebuild a Lada Gearbox - and he is perfectly capable of doing any other work on a Lada as well.
Danie
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Post by danie on Jul 29, 2011 5:54:21 GMT 2
More pics of some mods to the Supercharged Lada: An additional injector Nozzle has been installed at the side of the intake manifold, just above the TBI Nozzle. This computerized Nozzle gets activated by a toggle switch inside the cabin, when the Supercharger get switched on. The Nozzle is also linked to a Pressure switch, and adds very little fuel to the engine, when needed - even when the Supercharger is not activated: The original Radiator (with brass tanks at the sides) has been modified to compensate for the additional engine heat, created by the Supercharger. An additional core has been added to the Radiator: Boost guage and additional heat temp guage inside the cabin: According to the owner fuel consumption on the Lada is about the same as before the Supercharger modification. Danie
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bobbyd
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Post by bobbyd on Jul 30, 2011 3:31:21 GMT 2
Danie, I dont spose you have any datails about that pressure switch? I am chaseing such a beast, not for supercharger installs but LPG systems on pre common rail turbo diesels. ie LPG introduced when under boost the switchs I am useing now are swimming pool ones and cant handle any temp.
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Post by danie on Jul 30, 2011 7:42:09 GMT 2
Hi Bobby
The pressure switch is the blue component which can be seen at the near the bottom, left corner of the first pic. A pressure gage has been mounted next to the pressure switch.
I assume you are looking for the specific brand name ? Or are you looking for info about the pressure switch system ?
I am in regular contact with the owner, as well as the guy who has installed the Supercharger - so I will be able to get the info which you are looking for.
Danie
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bobbyd
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Post by bobbyd on Aug 10, 2011 8:34:27 GMT 2
Yeah basically both I spose, name and operateing pressure which it switches
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Post by danie on Aug 10, 2011 20:04:14 GMT 2
No problem Bobby - I will get details from the owner, or the guy who has done the modification.
Danie
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Ladaniva
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Post by Ladaniva on Aug 15, 2011 0:19:35 GMT 2
Hi Bobby, Why are you looking for a switch for LPG; is it for a Lada? I have modified my VW passat many years ago to run on LPG and is still a fan of LPG. The only problem with LPG is that it is more expensive to run a car on LPG than petrol in SA. it is only when you realy pump the engine up with more air (or a very high compression ratio) that LPG may become worthwhile in SA (and then only maybe). What I love about LPG is that it is the ideal friend for a modified engine, because of the wide air/fuel ratio it has (for example; the Lada from Durban with its rudimentary" boer maak 'n plan" injection system is an ideal candidate to have had the extra injector simply replaced by a very simple LPG nozzle instead of the injector (which should have required an additional ECU, if I am right), provided that if they plan to run for a while on boost that they incorporate the normal LPG system fitted to cars/forklifts to prevent freezing o fthe LPG nozzle/system. But wait, I am getting carried away. Just one more thought I would like to share if there is one day somebody that want to improve on-demand performance of his Lada with nitrous - LPG is the best way to add extra fuel if you want that extra bit of performance, also because of the wide air/fuel ratio of LPG. The chance of damaging the pistons due to early start of the burning of the mixture is for all practical reasons eliminated. This is because both nitrous and LPG lowers (or not increase significantly) the temperature in the cylinder to the point of risk. More reliable power, just when required (basically with the push of a button - magic).
Danie,
I am glad to hear that the supercharged Lada from Durban is running reliably. We must now just convince Vincent to boost his Lada with a supercharger to put some salf on his loss of his mighty Isuzu! By increasing the drive pulley diameter of the SC12 supercharger (or even better the SC14) you will get amazing torque from a supercharged Lada motor (not to mention the Fiat 1600 motor - mannemarak!). That coupled with the Lada gear ratio will make for great Isuzu theraphy!
I stumbled over a guy last week that is casting bell housings for a thousand rand a bell housing (excluding machining). I saw the bell housings and they look like pieces of art. According to him this bell housing can be made to fit any car. I will investigate further of course, but if true it becomes very much easier to fit other engines to Ladas.
Regards,
Fanus
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Post by Charles on Aug 15, 2011 13:13:27 GMT 2
Hi Fanus
Can you send me some more info and maybe some pics of the LPG conversion?
Charles
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Post by bobbyd on Aug 15, 2011 14:07:04 GMT 2
Fanus This LPG setup is for a old (1984)turbo diesel Pajero,non intercooled pre common rail. a pressure sensor/switch senses deck pressure and at a certain figure which can be adjusted it signals a valve which is electrically opened letting LPG into the eye of the turbo, when deck pressure drops the valve shuts and LPG stops flowing into turbo. Two crutial points well the only crutial points are deck/boost pressure which LPG is introduced in and flow rate of the LPG. Boost pressures during all driveing conditions must be measured first so you can introduce LPG at a practical time ie cruiseing at highway speeds. At 100kph this Pajero is at 2/2.5 psi so we think 2psi would be a good pressure to have LPG start flowing and aid diesel burning and lower the overall consumption. It is automatic so out in the bush etc it is pulling all sorts of boost figures but we need to have a start figure, stick with that and adjust the LPG flow rate. Plus I need 100% committment from the Pajero owner before we charge into it!
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Ladaniva
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Post by Ladaniva on Nov 24, 2011 23:35:58 GMT 2
Hi Bobbyd, Please pardon me for only replying now to your earlier posting about the LPG. I am really not too clued up with how the forum works, and must find a way to pick up on replies/comments to my posts. I am glad you have somebody that want to introduce LPG to a turbo setup because the risks are so much lower as far as engine reliability goes if the extra "fuel" required is LPG. Just a word of caution before I try to put your friend at ease: never, but never experiment with LPG in a vehicle if conditions are not controlled and the engine in not in a very good condition and working properly. In other words; never let the vehicle out of your sight for whatever reason before the system was tested and checked for quality by yourselves. Once the conversion was properly done LPG is much safer than petrol in general use (LPG is used in Europe and other countries by all types of people, and very often even in confined spaces). My suggestion for experimenting with LPG on vehicles that were not fitted with LPG by the factory or people that do this for a living is very simple: firstly: fit an exhaust gas temperature gauge (EGT) on the exhaust manifold (a wide-band Lambda sensor also in the mix should give anybody peace of mind - www.trigger-wheels.com/store/contents/en-uk/d27.html). Second: test the vehicle under different load conditions to see what the EGT say about it all. You can then not damage the engine. Thirdly; do not even think of allowing LPG into the engine below 2000 rpm - you do not want LPG in the manifold then because it may explode. Something else that must never be forgotten about LPG is that, because it is always under high pressure it will freeze the pipes or nozzles at the point where it escapes into the fuel/air tract unless heated (it changes from high pressure liquid to gas in no time). The bulk of the system is actually there just for this reason - it heats the area where the LPG escapes/expands with engine coolant over a relatively big area. Frozen pipes and nozzles can not let LPG escape and therefore the engine will run lean = nice big hole in the piston with a turbo engine, guaranteed. This is not applicable to the latest multi-point closed loop LPG gas injection systems - the gas is injected just like with a multi-point fuel injected petrol engine - not direct injection (like the Opel LNF engines)! See www.go-lpg.co.uk/Turbo.htmlI may state the obvious here but the LPG must always be released after a turbo or supercharger. There is no need to do otherwise because you introduce a gas to an air/fuel mix with a ratio of +-14 to 1 - for all practical reasons also a light gas mix. I hope the above info and the attached is of some help to put your friend at ease. If I understand you correctly you only want to introduce LPG for cruising? Surely LPG is just the thing for an engine under load - exactly why you would use LPG - it is forgiving over a much wider combustion/air/fuel range - preventing or reducing heat in the combustion chamber just when you need it most. You do not have to modify the engine on the inside at all - just keep it in very good condition. It is however of the utmost importance to prevent the gas mixture to explode in the inlet manifold - it can blow the bonnet right off the car! It is only in countries where LPG is subsidised that it make sense to run petrol engines on LPG only (or to have duel systems in one vehicle - either LPG or petrol ) to save on fuel cost. The reason why I advocate the use of LPG with turbo's or superchargers is that it make the combustion process cooler (better for pistons, rings and valves when engine under load). I will only run a supercharged or turbocharged engine on LPG with a single injector/nozzle, if it is to introduce the extra fuel required as a gas - LPG or nitrous. Do not let an engine idle while LPG is flowing into an engine via a single nozzle - there is no strain on the engine then and there is the risk of a backfire explosion. Regards, Fanus
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Post by Ladaniva on Nov 25, 2011 0:03:04 GMT 2
Hi Danie, Here is a photo or two of the standard Niva multi-point fuel injection parts I ordered and received from Pavel. As can be seen from the one photo the inlet where the throttle body mounts is much bigger than that of the single point injection manifold used on the supercharged Niva 1700 engine in Durban. There should not be a problem to push enough air into my 1600 Niva engine with the SC12 supercharger. The supercharger will run cooler and at lower pressure than the Durban Niva - making more reliable power. I am also going to use an inter-cooler and this will also add even more to the reliability of the engine and supercharger - less pressure and heat generated by the supercharger as well as cooler combustion temperatures. I will give the bolt that Pavel sent you to my son this weekend, as arranged. I will e-mail you his address and cell number. Regards, Fanus Attachments:
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vincentc
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Post by vincentc on Nov 27, 2011 9:27:47 GMT 2
We must now just convince Vincent to boost his Lada with a supercharger to put some salf on his loss of his mighty Isuzu! Hi Fanus I missed that post previously Ronnies Lada delivers a consumption of 10L/100km. It is better than the KB300 D-Teq auto ever delivered. For pure joy I may one day when I am big and have time, decide to squash an Isuzu 3.2L V6 into a Lada. Regards Vincent
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Post by Charles on Nov 27, 2011 13:28:12 GMT 2
Vincent that sounds like a great idea. One with the heads flowed and a chip. Then they run nicely.
Charles
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Ladaniva
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Post by Ladaniva on Nov 27, 2011 16:02:28 GMT 2
Hi Vincent/Charles, It is much easier than you think to get a big Isuzu engine in a Niva; take the Isuzu chassis, make it shorter and mount the Niva uni-construction body on it. This automatically also sort out the popular mod on Nivas to lift it. No worries that you may break anything then. The only things I can think of that may need some thinking is the transfer case (unless you use a 4 x 4 Isuzu), to check if the wheels will fit into the wheel wells and how you may have to modify the steering rod (angle). Once you got it working I think you will have to ask why nobody ever did this before! Remember the fiberglass Jeep-kits of earlier years? It worked like that; it was also a complete one-piece body that fitted on the chassis of your choice. My brother build one (Hilux chassis) many years ago and it took him only a month, working alone. Regards, Fanus
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Post by Charles on Nov 27, 2011 16:49:59 GMT 2
Fanus that is my dream. Will do it with a SFA Hilux chassis and running gear.
Charles
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Post by Ari Bezuidenhout on Nov 28, 2011 9:30:47 GMT 2
There is a Hilux one in SA already with the Ford 3.0L V6 motor.
Ari
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Post by Ari Bezuidenhout on Nov 28, 2011 10:00:19 GMT 2
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Post by danie on Dec 2, 2011 17:56:05 GMT 2
Hi Danie, Here is a photo or two of the standard Niva multi-point fuel injection parts I ordered and received from Pavel. As can be seen from the one photo the inlet where the throttle body mounts is much bigger than that of the single point injection manifold used on the supercharged Niva 1700 engine in Durban. There should not be a problem to push enough air into my 1600 Niva engine with the SC12 supercharger. The supercharger will run cooler and at lower pressure than the Durban Niva - making more reliable power. I am also going to use an inter-cooler and this will also add even more to the reliability of the engine and supercharger - less pressure and heat generated by the supercharger as well as cooler combustion temperatures. I will give the bolt that Pavel sent you to my son this weekend, as arranged. I will e-mail you his address and cell number. Regards, Fanus Hi Fanus I haven't been at home for about a week - came back Wednesday evening, so I only saw your post just now . Many thanks for the bolt , and arrangements with your son - I will make arrangements to collect the bolt. I still need to thank Pavel for the bolt....... Please keep us posted about your modification - it really sounds very interesting. If I may ask - what is the price, including transport cost, of the multi-point setup ? Regards Danie
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