Vortech Engineering RACE SUPERCHARGER SYSTEM User Manual

RACE SUPERCHARGER SYSTEM OWNER’S MANUAL

ENGINEERING, INC.

The following information and recommendations are designed to promote a long, trouble-free service life for your supercharger. Each Vortech supercharger system is built to precise tolerances using the finest materials available.

SECTION 1

ENGINE STARTUP AND FUEL CONSIDERATIONS

1. Never operate your engine at full throttle when the engine is cold. When starting the engine each day, always allow time for the oil to reach full operating temperature before running above 2,500 RPM. Full supercharger operating temperature is generally achieved only after the engine water temperature has been at the normal indicated operating range for two or three minutes.

2. Always use the highest octane fuel available.

3. Always listen for audible detonation.

SECTION 2

GENERAL SUPERCHARGER SUPPORT

SYSTEM RECOMMENDATIONS

1. Air Filters - Always use an air filter on the supercharger inlet to prevent the supercharger from ingesting foreign objects.

2. Air Intake/Air Discharge - Must be in good condition and properly secured. If equipped with a flex hose, this must be free of damage/leaks.

3. Belt Tension - Excessive belt tension can lead to supercharger or crankshaft bearing failure. Do not use a non-slipping or cog-type belt on a supercharger designed to be driven with a serpentine drive belt (non heavy duty). Replacement belts for your application are available from Vortech.

4. Crankcase Ventilation System - You must use the free flowing, baffled system provided to prevent excessive crankcase pressures and possible engine damage.

5. Pulleys - If the supercharger drive belt comes off during operation, it is most likely due to misalignment of the supercharger pulleys caused by installation problems or movement of the mounting plate. Misalignment can also be caused by overtightening (and failing) of the belt, which can negatively affect the supercharger and crankshaft bearings.

screen/filter inside of the oil feed fitting. This oil inlet fitting is designed with a very small orifice, which provides a mist of oil directly onto the gears. Never use Teflon tape or other sealants on any oil feed line fittings. Do not overtighten fittings.

2. Use manufacturer's/engine builder's engine oil and oil filter recommendations. Do not use engine oil additives as they may contain solid particulates such as moly or Teflon which can clog the supercharger feed line.

3. Spark Plug/Ignition System Guidelines - Vortech recommends the use of spark plugs that are at least one to two heat ranges cooler than what is stock utilizing a plug gap of .030" - .040". The use of premium high performance "spiral core" ignition wires are required for optimum performance as well as dielectric grease on the inside of the wire boots. Ignition amplifiers such as Crane HI-6/7 or MSD 6/7AL are also required for boost levels over 10 psi.

SECTION 4

RECOMMENDED TUNING AIDS

(AVAILABLE DIRECT FROM VORTECH)

1. Fuel Pressure Gauge

2. Boost Gauge

3. Ignition Amplifier/Boost Retard

SECTION 5

SUPERCHARGER CARE GENERAL

RECOMMENDATIONS

1. Check and select your impeller speed per guidelines outlined in Section 7 of this manual.

2. Select the correct compressor performance for the job.

Vortech of fers compressor matching services to help

you select the proper supercharger for your application.

Contact the Vortech Sales Department for details.

3. Use the proper compressor bypass valve on all high rpm or racing systems.

SECTION 3

NORMAL MAINTENANCE RECOMMENDATIONS

1. Clean the supercharger oil inlet fitting at every oil change. When the vehicle is cold, remove the oil inlet fitting at the supercharger and clean it thoroughly utilizing high pressure air to blow the orifice clean before reinstallation. Do not attempt to remove the

Questions?

Please contact: Vortech Engineering, Inc. • 1650 Pacific Ave., Channel Islands, CA 93033-9901 Phone: (805) 247-0226 • Fax: (805) 247-0669 • Website: vortechsuperchargers.com • Hours: M-F 8AM - 4:30PM (PST)

1. The supercharger must be mounted within 50° of

CUSTOM SUPERCHARGER MOUNTING

vertical. That is 50° to the left or right with the lowest of the three oil return provisions selected for the drain. This is to provide proper return oil drainback

SECTION 6

INFORMA TION

and help control oil drainage. Additionally, the input shaft must be parallel to the crankshaft. The compressor housing may be loosened and rotated virtually 360° for optimum outlet alignment.

2. The supercharger mounting holes are 3/8-16 x 7/8" deep. The tensioner plate holes are metric: M12-1.75 x 3/4" deep. It is imperative that the tensioner plate pivot bolt in the center of the gearcase cover not be allowed to bottom out.

3. Mounting brackets should be rigid, utilizing five of the six supercharger mounting holes. Construction should not allow the bracket to resonate in a critical range (this may depend on engine configuration), nor should the bracket offer any significant flex. Mounting plates should be at least .250" in thickness. For racing applications, we recommend a minimum thickness of .312".

4. An oil feed and drain must be provided. Filtered oil from the engine must not be contaminated by Teflon tape or other sealant that might plug the oil feed fitting in the supercharger. Vortech offers a supercharger oil filter kit for most installations.

5. Return oil to the oil pan using 1/2" I.D. hose (or larger) or -8 AN fitting (or larger) routed gradually downward with no dips, allowing the oil to enter the oil pan above the oil level. This is a gravity drain system. On applications such as endurance and/or road racing engines or for high speed sustained supercharger operation applications such as a freestanding engine, the use of two supercharger oil drains are required to evacuate the engine oil from the supercharger. An alternate method would be to use one drain hose off the supercharger and a vent hose attached to one of the other

drain fittings off the bottom of the supercharger . Drain restrictions, kinks or returning the oil below the oil level in the pan may cause a severe windage problem that consumes significant power and generates heat. Supercharger seal failures may also result.

6. The oil feed fitting must remain in the original position on the supercharger gearcase as when it was shipped from Vortech. The oil entering the supercharger gearcase must flow in the same direction that the gears are rotating.

SECTION 7

SUPERCHARGER UNIT OPERATING

PARAMETERS AND CONSIDERATIONS

1. SUPERCHARGER PRESSURE LEVELS Engines will respond differently to a supercharger. Smaller displacement engines with less of a CFM demand will result in more pressure than a larger displacement engine, when the same two superchargers are driven at the same impeller speed. The higher pressure level in the smaller displacement engine is a direct result of more restriction. Engines with "large port area" heads and high lift/overlap camshafts may also exhibit lower boost levels. To make up for the pressure loss, the supercharger will need to be spun

faster. Never spin a supercharger beyond its absolute maximum impeller speed. Supercharger reliability and adiabatic efficiency should be your highest priorities when selecting a supercharger. Vortech Engineering, Inc. superchargers excel in both of these categories, if correctly sized and ratioed for your particular application. Contact us directly, if you need assistance in sizing a supercharger for your application. We offer custom matching services at no charge.

2. IMPELLER SPEED Maximum impeller speeds are not the same for all units. No unit will run at its maximum speed continuously without optimum conditions and additional coolers, filters, etc. Refer to the SUPERCHARGER SPECIFICATIONS & PERFORMANCE APPLICATION GUIDE section in this manual to find the maximum speed for your unit.

3. CALCULATING SUPERCHARGER IMPELLER SPEED:

Crank pulley diameter* x 3.45** x engine rpm @ shift

Supercharger pulley diameter*

Example of Serpentine Pulley:

7.0” x 3.45 x 6,000

3.33”

Example of Cog Pulley:

73 cog pulley teeth x 3.45 x 7,500

34 cog pulley teeth

* When measuring pulley diameters, measure at the top of

the ribs where the serpentine belt rides. For cog pulleys substitute the number of teeth for the diameter.

** 3.45 denotes the internal step-up ratio inside of the super-

charger. Substitute 3.60 for all V-2 superchargers.

= 43,514 Impeller speed

= 55,555 Impeller speed

= Impeller

speed

SPECIAL NOTE: Premature supercharger failure can occur if the maximum impeller speed is exceed-ed. It has been observed and noted that some indi-viduals overspin their Vortech supercharger to make more boost during motorsport competitions. This action is not recommended and should be avoided.

4. AFTERCOOLING It is important to realize that the higher the boost pressure, the hotter the air discharge temperature will be (simple physics). To overcome this phenomenon, Vortech has developed several air-to-water aftercooler systems that add significant overall engine horsepower by effectively cooling the discharge air . Due to their careful design, Vortech’s aftercoolers experience minimal pressure loss through the core and duct assemblies. This minimal pressure loss is not attainable using conventional "intercoolers" that are improperly sized to an application. This means

Questions?

Please contact: Vortech Engineering, Inc. • 1650 Pacific Ave., Channel Islands, CA 93033-9901 Phone: (805) 247-0226 • Fax: (805) 247-0669 • Website:vortechsuperchargers.com • Hours: M-F 8AM - 4:30PM (PST)

more overall horsepower and slower supercharger speeds to attain a significant horsepower increase.

5. BELTS AND PULLEYS a. Serpentine Drive Belts-The faster you spin a super-

charger, the greater the tendency for belt slippage to occur. Most vehicles respond differently as to when the slippage will occur. 6 rib systems are more prone to slipping because they have less surface area for the belt to grip. An inherent design characteristic of 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. Excessive belt tension can lead to supercharger or crankshaft bearing failure. For high boost/impeller speed levels, use the widest serpentine belt/pulley combination available.

b. Cog Pulley Drive Belts-The only Vortech super

charger designations that may be driven with a cogged (non-slipping) type drive belt have special internal modifications. There still exists the very real possibility of supercharger damage when using this type of drive, but this special configuration is more tolerant. The configured units show a "RACE H", "RACE M", "MARINE H" or "MARINE M" designation below the EO# box on the supercharger identification name plate. Non-slipping cog-type belts require less tension than serpentine belts due to their design. Excessive belt tension can lead to supercharger or crankshaft bearing failure.

Do not overtighten the belt. If in question, please

call Vortech to confirm your supercharger specifications for drive purposes.

c. Miscellaneous Pulley Guidelines-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 caused mainly by flex or movement of the mounting plate) may cause misalignment. Misalignment can also be caused by overtightening (and failing) of the belt, which can negatively affect the supercharger and crankshaft bearings. Some non-Vortech pulleys 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 superchar-

ger input shaft. The pulley should barely slip over the shaft when it is 75-80°F. Always use a small amount of oil or grease on the shaft. The key to keyway fit is also critical, as is balance. The key provided by Vortech is the proper length and weight for a Vortech aluminum pulley. The use of steel pulleys is not recommended due to their extra weight and possible associated corrosion problems.

6. BYPASS VALVES - If the supercharger installation is used for racing or if the pulley has been changed, there exists the possibility of compressor surge (and its associated heat buildup) or overspeeding of the unit, either of which can lead to failure. Overspeeding the supercharger can lead to bearing failure or impeller rubbing. If no compressor bypass valve is used in conjunction with increased impeller speeds, compressor surge can exist, particularly during deceleration or during transmission shifts. This can lead to heating and subsequent expansion of the impeller, which can cause the impeller to rub the housing. Needless zinging (free revving) of the engine can destroy the supercharger if the pulley ratios are high, especially if no bypass valve is installed. Any Vortech supercharger that is producing more than 6 psi needs a compressor bypass valve to prevent compressor surge and possible failure of the supercharger. The standard bypass valve (P/N 8D001-001), that Vortech provides in most of its V-1 S-Trim, SC-Trim, T-Trim and V-9 G-Trim street supercharger systems will be sufficient to impeller speeds not exceeding 41,000 rpm and boost levels not to exceed 10 psi. If either of these operating parameters is exceeded, then a Vortech Maxflow Mondo Bypass Valve (part number 8D103-001) or Maxflow Race Bypass Valve (part number 8D204-001) must be used to prevent compressor surge. The above listed operating parameters should also be used when running a V-1 A, B, S, SC-Trim, V-5 D-Trim, G-Trim, F-T rim or V-9 G-Trim, F-Trim on your application. Most V-1 R-Trim, V-1 TTrim, V-3 and V-7 superchargers require the above mentioned racing or Mondo bypass valve when used with high boost or racing applications. All V-4 superchargers require the use of two Mondo bypass valves mounted in parallel. When using an adjustable bypass valve, it is very important that it opens and closes at the proper times. The valve should begin opening between 3-4 inches of vacuum and be completely open between 6-8 inches of vacuum.

SECTION 8

SYSTEM OPERATING PARAMETERS AND

CONSIDERATIONS

1. SUPERCHARGER MOUNTING HARDWARE Supercharger mounting brackets must be rigid to minimize flex or vibration under racing conditions. Vortech addressed this subject in the development of its race bracket packages like the V-3/V-4 race bracket/pulley package (P/N 4FP218-010) and the crank/strut support module (P/N 4FP1 10-010). Other manufacturer's products may flex and cause severe vibrations under certain extreme conditions. Vortech does not recommend mounting a strut rod from the supercharger to any part of the body or shock tower due to excessive vehicle body flexing (including solid motor mounts or motor plates) evident during racing conditions.

Questions?

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Vortech Engineering RACE SUPERCHARGER SYSTEM User Manual

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