Harrop Smoothie D-Box? and misc issues

[FR-S2GT86]

Yeah, @B T and I traded a few pictures of the setups that we have. I've actually got mine installed on the stock manifold right now just to make sure it would work with normal vacuum, and I have had no codes pop up since remote mounting my MAP sensor. So far so good.

I've got some pictures of it but I wanted to pull it out and set it on a table to take some better pictures of it seeing how it's currently swung around 180 degrees and zip-tied in place hiding the fitting at the port. I'll get that pulled out and get those pictures posted some time tomorrow.

I also have an alternative part to use for a chamber that I would like to experiment with, but it's pretty pointless to do until the supercharger is installed.

B T's setup plugs the stock MAP sensor port on the runner of his Edelbrock kit with a plug fitting on the chamber itself, then he mounts his MAP sensor onto his chamber which is then plumbed to the rear pressure tap that Edelbrock uses for a boost gauge (for testing purposes?) with some fuel hose. It differs slightly from my design, but since his setup seems to work just fine for him, I can predict that my setup will also work.

Oh, and I also ran this idea by Zach when we were doing my flex fuel tune who then told me that B T was doing something similar, which I already knew at that time, and he agrees with both of us that this is a good idea.

[FR-S2GT86]

Originally Posted by ninjan00dles

I'm lame and would probably just use the CARB tune for whatever kit I choose.

Since Zach pretty much developed the Harrop CARB tune, he could probably be able to tell you if he used MAP sensor smoothing in the tune or not. But even if he did, adding a separate remote mount MAP sensor feature to your setup shouldn't hurt anything, (and will probably help).

[B T]

Originally Posted by FR-S2GT86

B T's setup plugs the stock MAP sensor port on the runner of his Edelbrock kit with a plug fitting on the chamber itself, then he mounts his MAP sensor onto his chamber which is then plumbed to the rear pressure tap that Edelbrock uses for a boost gauge (for testing purposes?) with some fuel hose.

The MAP sensor is ported to what is usually used as the bypass valve vacuum line. The bypass valve itself is run off the brake booster line. This solves 2 problems at once, the pulsations and bypass valve failures.

[FR-S2GT86]

Originally Posted by B T

The MAP sensor is ported to what is usually used as the bypass valve vacuum line. The bypass valve itself is run off the brake booster line. This solves 2 problems at once, the pulsations and bypass valve failures.

So on the Edelbrock thread here,

https://www.ft86club.com/forums/show...93718&page=285

with the conversation had between posts #3984 to #3991, is that how your setup is, more or less?

There was a "capped off port" (post #3991) that is used for a boost gauge. Is that what you're using? Sorry, but without pictures, it's difficult for me to visualize, seeing how I don't have the Edelbrock kit myself.

[B T]

yes, the post in #3988 actually shows one of my CNC remote MAP sensors(bottom left) and the best way to run it for better MAP signal and BPV longevity. I haven't opened any capped ports on my supercharger and neither had that one. The port on the back of the supercharger is where the edelbrock originally got its BPV vacuum signal. A boost signal could be obtained from the same line as the MAP sensor without opening another port though.

[CSG Mike]

Originally Posted by B T

Uh, your tuner specifically had me make a remote MAP sensor adapter for my Edelbrock tune due to large pulsations that even the D-box couldn't pull out. It made a huge difference.

Need =/= want.

Different setups =/= different flow/pulses.

The nice thing is that Ecutek can do everything the Dbox did, but if you don't have Ecutek do that, it frees up those cycles for other features. A sump also gives a better 'flow over time" measurement, which is ideal; your MAP adapter may net a similar result to a Dbox, but does it in an entirely different fashion!

[CSG Mike]

Originally Posted by Decep

What do you make of the 100k Edelbrock oil change interval? Seems sketch to me tbh.

Seems normal to me.

Jackson kits go 50k miles between changes.

[grumpysnapper]

I've had the Harrop now for 4 years, with no issues at all, and been very happy.
It still has a "wow" factor in terms of fit, finish and integration when people see it for the first time.
Currently running a Motec, but it was also fine with the Ecutek tweaked from Harrop.
Highly recommended from my point of view.

[Irace86.2.0]

Originally Posted by Decep

What do you make of the 100k Edelbrock oil change interval? Seems sketch to me tbh.

Harrop has the same interval. I believe Teslas has the same interval. I'm sure you could shorten the life of the oil by heat cycling the oil more and at higher temps, so if that is the case then you could change it more often.

I think a take away is that this isn't engine oil that has fuel and spent gases being mixed into it all the time. While it gets hot, it isn't coating the lining of cylinders that are under extreme heat from compression and combustion. This isn't thick gear oil that sees a lot of high pressures and operates against surfaces that aren't machined with the highest tolerances or finishes, and gear oil has a 60k interval. This isn't brake oil that has a 30k interval that is hygroscopic, meaning it absorbs moisture.

The Rotrex system on the JRSC uses a set of bearings operating in a planetary arrangement, and the RPMs get to 90,000 on these units, compared to 20,000 on the Eaton TVS 1320. There is a lot of contact area in the oil chamber, so for those reasons, the JRSC comes with an oil cooler for the supercharger, as well as, an oil filter and an oil reservoir, so it holds considerably more oil than the TVS units and requires more attention and considerations (see bottom image for diagram on the oiling system).

Again, the Eaton TVS SCs have fine toothed spur gears that are isolated from the environment and have the resistance of the boost pressure and inertia of the lobs against the thrust of the drive belt/engine, so wear on the gear surfaces might be minimum.

Note: pictures are not of the Eation TVS 1320, but are used for demonstration.