Firstly, you typically wouldn't want to use standard batts as then you would be adding tons of weight. Hawker Odysee batts are very compact lightweight batteries. The supercharger weight is negligeable as you'd have roughly the same weight in any supercharger setup. I think the battery weight might add around 40-50 lbs total. As far as starter motor speed, I'm sure that the adapter is not just for mating the gear directly to the input shaft. It's probably using some sort of gear ratio to get the rpm difference needed. Torque sacrificed for speed would thusly fascilitate the need for 3 starter motors. Now I'm no engineer, (changed major to computer science instead) but the science sounds doable. I understand and agree with the weight loss factor, but don't forget that you are also not parasitic to the engine when running directly from the battery gaining a few precious extra horses which should compensate some for a little extra weight. As far as drag on the engine when the unit is not in use, I believe there is a gate involved to allow free flow around the unit when powered down. The way I compare this is as follows: Traditional uperchargers and turbos are obviously the pick of choice when available due to constant hp gains available all the time.
NOS is great when trying to save a few bucks on initial install or when an SC or turbo is not available. Unfortunately of course hp gains though substantial are available only in small doses, and excessive use gets expensive very quickly.
The electric SC as described by BOOSTHEAD is a good alternative between the two. Firstly, it's compatible with all types of engines like NOS. Secondly, it's longterm use (battery replacement excluded) costs you the same as a standard SC or turbo.

In summation, I'm not trying to say that there is anything better than a SC or turbo, but this is a good alternative if one is not available and you don't want to have to keep buying bottles of NOS when you want to have a heavy foot.

That's just my opinion, I could be wrong. <img src="/forums/images/graemlins/cheers.gif" alt="" />

Well, in all honesty, IF there is a gate, sure it would work..

BUT, if this thing has an intake manifold for a zu motor...
Why not just set it up to run as it is supposed to, with a crank pulley...

I am sure there is a way to get a huffer on a Zu motor, actually not a doubt in my mind. If these guys have gone through the b/s already, then get the adaptor, aquire a eaton e86(good lung for this size motor), attach it to the manifold, and have a reputable shop set up your injection and dyno tune it..

I honestly think there is room for improvement on this motor, as in all internal combustion engines, BUT, I also think Zu did a good job fromt he start, so, its all gona be involved work, new grind cams, head work, forced induction, better enginieered exhaust(compared to my troops 2 inch <img src="/forums/images/graemlins/confused.gif" alt="" />)

If some one can CONFIRM that they have already designed a manifold for this motor(3.2 SOHC), I have a few mini blowers laying around, we might be able to give it a whirl(when I get a chance of course)..

Xantos, you make a good point, BUT, I am still weary of the whole thing, BUT thats just my humble opinion...

Chase

Hell, if I could find an adapter to use a supercharger on my little 3.2, I'd write out a check faster than I can type this post. I've looked high and low and can't find (insert expletive here) for that engine. No bearings, no headers, no intakes. If anyone has info to the contrary, by all means let me know where and I'll be first in line. <img src="/forums/images/graemlins/cheers.gif" alt="" />

I like the supercharger driven by the starter motors. With three of them, you get the torque. Using a bank of batteries removes the instant drain on the charging system, only to charge them back up later. My only worry would be the motors. No two motors are exactly alike and it would be impossible to synch them. I would assume the weakest one would be over driven by the other two until they started to fatigue. It would got in a circle until they were all toast. Some longevity data would be nice, but I also agree that it probably does not matter.

Now, that SC would work. Again, no leaf blower here, and actual and true compressor.

It might even be possible to go with a blower that would not usually be used. Since driveability or low RPM use would be a factor (again, I am assuming there is some sort of bypass for the unit when not in use), I bet you could get away with something that would move a volume of air that would be more condusive to high RPMs.

But, then, that is a the kicker. A belt driven blower blows in response to engine RPM. The above blower would have one CFM and one PSI to operate at. It would have to be tuned for a specific RPM and only used there. Kind of like NOS and WOT.

Michael

"My only worry would be the motors. No two motors are exactly alike and it would be impossible to synch them."

So, according to your logic this 24 chainsaw motorbike is "impossible"? - http://www.motorcyclecity.com/bikewatch/Chain_Saw_Bike_Dolmette.htm <img src="/forums/images/graemlins/smile.gif" alt="" /> <img src="/forums/images/graemlins/smile.gif" alt="" /> <img src="/forums/images/graemlins/smile.gif" alt="" />

á

So, according to your logic this 24 chainsaw motorbike is "impossible"? -

Impossible? No. Efficent? No. A nighmare to tune? Yes. <img src="/forums/images/graemlins/smile.gif" alt="" />

Michael

Its kind of like those tractors they use in the tractor pulls, using to or 3 motors, or more making about 1500 hp each all tied together. Somebody should do that, get 2 big block motors, link them together and slap it in their 'zu and see what happens. <img src="/forums/images/graemlins/kewl.gif" alt="" />

Dan

Yet another idea!...

http://www.semaphotos.com/default.a...=racing&ImageID=SEM2004110243245

<img src="/forums/images/graemlins/shocked.gif" alt="" />

Michael, with all that amazing array of knowledge in your head, donchya think we can come up with some other way of diagnosing problems with the kidneys, shy of tasting the urine?

Well, I guess...but we are talking easy here. Want to know if you have an acid/base management issue? Well, guess what, it will taste, well...acidy. <img src="/forums/images/graemlins/smile.gif" alt="" />

In a futile attempt to swing this back towards Isuzus, it is a lesson in complexity. Yes, we know how to diagnose a problem in a relative cheap manner (although, urine tasters may have unionized since the Roman empire). The question is HOW much do we really need to know? With the above method, we can diagnose Diabetes/No Diabetes and TypeI/TypeII. That is for diagnosis. Management is going to take a bit more, although, I bet that we could get pretty close to doing it without too much modern day intervention.

So, how does this apply to our trucks? Well, a lot of the magic of mechanics (like medicine) get lost in the complexity. How many mechanics have you run into that could not diagnose a problem unless the computer told them what was wrong? Or, they could not diagnose a problem, unless they followed the diagnostic procedure?

I had a car years ago that had a dead miss. I did what I could to remedy it and I finally passed it on to a shop that I thought was good. Well $600 later, I had it back. They looked at it, they listened to it, they scoped it, they drove it, and they scoped it again. At that point, the front desk monkey told me that the tech knew there was a miss, but not why. Well, come on guys, how much education and you can't tell me why there is a miss?

Final diagnosis, clogged injectors. Pretty simple, eh? You would think that if the ignition was good, the wiring to the injectors was good, fuel pressure was good that maybe it could be induced that it was an actual deliver problem between the rail and the cylinder? Of that $600, a bit over half was their simple, stupid diagnostics. Now, I understand that diagnostics are important. They cover a strict set of procedures to capture a problem. They also increase the cost of car repair because those who are trained to repair, are reduced to following directions and shops rake in the extra $$ from the extra procedures.

Sadly, this means that it is our responsibility to use our heads and a bit of common sense. Engines are basically just air pumps. We add air, fuel and light it all off. That is it. Your Trooper or someoneÆs G-wagon, all do that same thing. Now, some problems are more complicated, as they can be tricky or other issues mask them. But in the end, there is always a logical answer. Same goes for the ôToo good to be trueö stuff on Ebay. The bilge fan is a great example. On the surface, it sounds good to the average person. Digging deeper, shows that in addition to the electrical draw issues, there are flow, CFM and compression issues that show up too. The electric supercharger with the three motors addresses several of those problems, and I bet it works, as it is advertised. Expensive, but it will work for the limited amount of use it is designed for.

Next time you are at the Dr., I dare any body to tell them that your urine tasted a bit sweet that morning. <img src="/forums/images/graemlins/smile.gif" alt="" /> Watch them freak out.

Michael