TC Supercharger

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Paul Camp
Posts: 58
Joined: Wed Jan 10, 2001 3:46 am

Re: TC Supercharger

Post by Paul Camp » Fri Jun 17, 2005 5:20 am

Hi Terry Dean is correct My Shorrock has twin belts with the TD spacer -not yet cut down which means that the Radiator has to be pushed forward half an inch to allow for fan clearance. This does leave an ugly gap between bonnet and radiator. I must either machine spacer down half inch or it has been suggested why not rig up an electric fan? regards Paul TC3348 Sunny (for once)Hertfordshire UK
----- Original Message ----- From: "Dean Jensen" djensen@accessus.net> To: "'Terry Horlick'" thorlick@sbcglobal.net> Cc: mg-tabc@yahoogroups.com> Sent: Thursday, June 16, 2005 7:15 PM Subject: RE: [mg-tabc] Re: TC Supercharger > Hi Terry > Correct, you need a spacer, the Judson came with one. Buy a TD/TF > spacer, take it to a machine shop and cut about 1/3rd of it off, and > machine it back to fit. Good luck Dean > >
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joecurto@aol.com
Posts: 313
Joined: Wed Jul 19, 2000 3:42 am

Re: TC Supercharger

Post by joecurto@aol.com » Fri Jun 17, 2005 5:25 am

TErry I see no reason to run 2 belts unless you were doing some extreme RPM/racing Joe [Non-text portions of this message have been removed]
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Terry Horlick
Posts: 23
Joined: Wed Dec 15, 2004 8:22 pm

Re: TC Supercharger

Post by Terry Horlick » Fri Jun 17, 2005 7:06 pm

Joe and Don, I would like to know the reason for two belts. I assumed it was for reliability, should one break you are still running. However I recently read on another website (and we all know that if it is in print on a website it is gospel) that car with a Roots style will still run without belts... the SC will freewheel due to manifold vacuum. I have no experience in this and don't know. Sounds like that is what Don is saying also. You are hinting that continuous high speed requires a double belt set-up. It seems to me that dual belts would share the force required to drive the SC and therefore experience 1/2 the strain and wear, and 1/2 the tension of a single belt setup. Could someone who has done a single belt on a Roots style SC for modern road use chime in here please? As far as wear goes I assume that the smaller the SC pulley the more wear. Also any slipping would accelerate wear... right? Terry TC8875
--- In mg-tabc@yahoogroups.com, joecurto@a... wrote: > TErry I see no reason to run 2 belts unless you were doing some extreme > RPM/racing > > Joe > > > [Non-text portions of this message have been removed]
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Donald Wilkinson
Posts: 108
Joined: Wed Mar 13, 2002 9:01 am

Re: TC Supercharger

Post by Donald Wilkinson » Fri Jun 17, 2005 8:23 pm

Terry, et all: digitaldon points out that superchargers, unlike turbos, which use largely free exhaust energy for operation, place a considerable load on the crankshaft. His best recollection is that it takes about 18 or so HP to operate a MG T series Judson to high single digit boosts. To ask even two "fractional HP" belts, such as the A-section belts used by the Judson, to carry this kind of load is already asking a lot; don't see how just one could possibly do it. digitaldon always thought that a Gilmer style timing belt was the way to go, and although he owns an XPAG crank pulley with a Gilmer drive pulley incorporated, has never tried it. Don TC 7993
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Terry Horlick
Posts: 23
Joined: Wed Dec 15, 2004 8:22 pm

Re: TC Supercharger

Post by Terry Horlick » Fri Jun 17, 2005 10:08 pm

digitaldon, Yes it is clear that the Judson takes significant work to turn. It is a vane type SC and as such it compresses the air as it pumps it into the manifold. Terry has a Roots style SC. A Roots does not compress air inside, it rather just moves it into the manifold, once there the pressure rises due to downstream resistance. So the Roots is working against a little backpressure equal to your boost. The Judson raises the pressure in it's chamber above the boost you measure in the manifold. A Roots style SC should take lots less force to turn at speed than a vane type or a twin screw type. Probably less than a centrifugal type also I would assume. Sooooo.... Terry still wants to know if anyone with a Roots style SC has run with one and with two belts so they can tell him how well it does with both. He also still wants to know if there is any reason to pick single over double belts (or vice-a-versa). digitaldon, Terry is kind of jazzed, he fitted up a 1.75" SU from a Datsun 240Z to the supercharger intake tonight. Tomorrow he gets to finish fitting up the rotors and then start installation. Maybe he will write to the list about how it works. This thread started out about finding a SC for the car now that Moss no longer has them. Terry found his by watching e-Bay and bidding like he really wanted it. He got what he feels was a good deal on one needing lots of work. He has passed on several others which came up there but ran too high. If you really want one you can find it there... it may take a few months however. Expect to pay a significant chunk of change... but still significantly lower than Moss charges. Also be prepared to do or have done the mechanical repairs. You may also have to do some fabrication to fit everything up. Terry TC 2285 --- In mg-tabc@yahoogroups.com, "Donald Wilkinson" wrote:
> Terry, et all: > > digitaldon points out that superchargers, unlike turbos, which use
largely
> free exhaust energy for operation, place a considerable load on
the
> crankshaft. His best recollection is that it takes about 18 or so
HP to
> operate a MG T series Judson to high single digit boosts. To ask
even two
> "fractional HP" belts, such as the A-section belts used by the
Judson, to
> carry this kind of load is already asking a lot; don't see how
just one
> could possibly do it. digitaldon always thought that a Gilmer
style timing
> belt was the way to go, and although he owns an XPAG crank pulley
with a
> Gilmer drive pulley incorporated, has never tried it. > > Don > TC 7993
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Jeff Redman
Posts: 43
Joined: Thu Dec 30, 2004 9:37 pm

Re: TC Supercharger

Post by Jeff Redman » Fri Jun 17, 2005 11:29 pm

G'day Terry, I have experienced a vane-type, SC that went to God about 50kms from home. Removed the belts (2) and pressed on home. Trouble was the TC seemed to hit a wall and wouldn't pull past 2500 + - revs. A weird feeling, Slight downhills and the revs increased until the momentum was lost. When all the impedimenta caused by the vanes etc between the carby and the combustion chambers is considered, it's small wonder the old girl was gasping for breath. I see no reason why the same shouldn't apply to a roots type As for the belt slippage, there's an old engineering rule (which escaped me at the moment)... something about 'wrap', and the amount of belt in contact with the pulley. Obviously this decreases markedly in proportion to the size of the SC drive pulley. As I said earlier, running a 3" pulley on my Kleinig (Shorrock copy) a single belt made its displeasure known -- even at moderate boost. A second belt, and all was well. Regards JR -----Original Message----- From: mg-tabc@yahoogroups.com [mailto:mg-tabc@yahoogroups.com] On Behalf Of Terry Horlick Sent: Saturday, 18 June 2005 12:07 PM To: mg-tabc@yahoogroups.com Subject: [mg-tabc] Re: TC Supercharger Joe and Don, I would like to know the reason for two belts. I assumed it was for reliability, should one break you are still running. However I recently read on another website (and we all know that if it is in print on a website it is gospel) that car with a Roots style will still run without belts... the SC will freewheel due to manifold vacuum. I have no experience in this and don't know. Sounds like that is what Don is saying also. You are hinting that continuous high speed requires a double belt set-up. It seems to me that dual belts would share the force required to drive the SC and therefore experience 1/2 the strain and wear, and 1/2 the tension of a single belt setup. Could someone who has done a single belt on a Roots style SC for modern road use chime in here please? As far as wear goes I assume that the smaller the SC pulley the more wear. Also any slipping would accelerate wear... right? Terry TC8875
--- In mg-tabc@yahoogroups.com, joecurto@a... wrote: > TErry I see no reason to run 2 belts unless you were doing some extreme > RPM/racing > > Joe > > > [Non-text portions of this message have been removed] Yahoo! Groups Links
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joecurto@aol.com
Posts: 313
Joined: Wed Jul 19, 2000 3:42 am

Re: TC Supercharger

Post by joecurto@aol.com » Sat Jun 18, 2005 1:50 pm

Terry I would think that 2 belts came from the same school of thought that put 2 fuel pumps on a TD MK 2 , It looked cool and it was easier to tell the difference between a stock TD or the "Low Pressure Supercharger" Joe [Non-text portions of this message have been removed]
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murray arundell
Posts: 76
Joined: Wed Nov 24, 1999 12:12 pm

TC Supercharger

Post by murray arundell » Tue Apr 29, 2014 12:00 pm

Has anyone have one of the Moss Supercharger Kits fitted to their TC? Am interested in hearing of your experiences. Murray Arundell Sent from my iPad
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José Vicente Vargas
Posts: 16
Joined: Mon Jul 20, 2009 7:32 am

Re: TC Supercharger

Post by José Vicente Vargas » Tue Apr 29, 2014 12:07 pm

I have a TD with a 5 speed gearbox and couldn t  be happier.  Jos Vicente Vargas Musm Tel. (571) 321 3740 Cel. (57) 311 288 3401 Skype: jovivago www.musme.net Bogot , Colombia
[b]From:[/b] Murray Arundell arundell@ghs.com.au> [b]To:[/b] MG-TABC mg-tabc@yahoogroups.com> [b]Sent:[/b] Tuesday, April 29, 2014 2:00 PM [b]Subject:[/b] [mg-tabc] TC Supercharger   Has anyone have one of the Moss Supercharger Kits fitted to their TC? Am interested in hearing of your experiences. Murray Arundell Sent from my iPad #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479 -- #ygrps-yiv-58028735yiv6483544479ygrp-mkp { border:1px solid #d8d8d8;font-family:Arial;margin:10px 0;padding:0 10px;} #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479ygrp-mkp hr { border:1px solid #d8d8d8;} #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479ygrp-mkp #ygrps-yiv-58028735yiv6483544479hd { color:#628c2a;font-size:85%;font-weight:700;line-height:122%;margin:10px 0;} #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479ygrp-mkp #ygrps-yiv-58028735yiv6483544479ads { margin-bottom:10px;} #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479ygrp-mkp .ygrps-yiv-58028735yiv6483544479ad { padding:0 0;} #ygrps-yiv-58028735 #ygrps-yiv-58028735yiv6483544479 #ygrps-yiv-58028735yiv6483544479ygrp-mkp .ygrps-yiv-58028735yiv6483544479ad 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crankjournal
Posts: 3
Joined: Sun Nov 28, 2010 8:31 am

Re: TC Supercharger

Post by crankjournal » Wed Apr 30, 2014 5:31 am

Murray, are you asking about a new one from Moss or  a used one? The new ones are different from the 1st generation ones. I do have customers with both, E mail me for information. I am the only supplier of camshafts designed specifically for supercharged XPAG applications. Len Fanelli 914 420 8699 -----Original Message----- From: Murray Arundell arundell@ghs.com.au> To: MG-TABC mg-tabc@yahoogroups.com> Sent: Tue, Apr 29, 2014 3:00 pm Subject: [mg-tabc] TC Supercharger Has anyone have one of the Moss Supercharger Kits fitted to their TC? Am interested in hearing of your experiences. Murray Arundell Sent from my iPad ------------------------------------ Yahoo Groups Links To visit your group on the web, go to: http://groups.yahoo.com/group/mg-tabc/ Your email settings: Individual Email | Traditional To change settings online go to: http://groups.yahoo.com/group/mg-tabc/join (Yahoo! ID required) To change settings via email: mg-tabc-digest@yahoogroups.com mg-tabc-fullfeatured@yahoogroups.com To unsubscribe from this group, send an email to: mg-tabc-unsubscribe@yahoogroups.com Your use of Yahoo Groups is subject to: https://info.yahoo.com/legal/us/yahoo/utos/terms/
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