I've been looking at these millenia compressors from the 2.3L miller cycle engines and they are neat little toys. They are a twin screw style blower with outlet flange (for easier piping). The only downside is the required relocation of the thorttlebody to the inlet of the blower.

If someone......anyone.....were to have access to a nice machine shop I'd love to make a few parts and try mounting one of these on a protege. I would think something like this may be able to be mounted on the upper intake manifold if the bottom is modified to accept the outlet flange. changes may hve to be made (strut bar gone, wiring issues, etc) but at first glance it would be a fun project.

I've bid on 2 of them on ebay. If I get one I'll post some pics of what I'm thinking about.

p.s. anyone wanna loan me their full service machine shop for a week and plenty of aluminum bar stock and a tig welder?

 

Sheesh, a couple of days away and you come back crazier than ever!
One of these days you are just going to have to have your own shop and a 2 million dollar government-subsidized R&D grant.
Think that crazy bastard in the checkered suit can get you one?

 

hahaha, matthew lesko is my hero!

I think the pot I smoked in college is causing risidual side effects. I wake up at 2am sometimes and run out to my shop to try stuff and test fit things. My neighbors have called the cops on me for having the air compressor running @ 3am. Sometimes my wife says I sit up in bed and start listing specs of different cars and the best possible way to modify them.

she thinks I'm just crazy....I think I rode too many motorcycles without a helmet.

 

Just dont get burned out !

 

There's a couple of guys with your same Millenia s/c idea on the RX-7 club. I think one guy even has his car on the street.

Lemme see if I can find a linky:
http://www.rx7club.com/showthread.ph...light=millenia

 

Thats what I'm talking about! I bet that is awesome on a rotary engine. The low end boost adding torque where the engine needs it most.


I've got winning bid on 2 right now and hope the first one goes through.

basically what I'm thinking about doing in modifying the stock lower intake manifold to accept the discharge flange and then just mount the TB on an adapter plate. Routing the belt drive will be the hardest part but Im pretty sure I can handle it.

what-if what-if what-if.


p.s. If I win this auction I'll have a sub-12K mile blower for $150shipped....still looks brand new.

 

Looks easy enough.
Now what you need to do is make some custom cams and have a miller cycle protege. With great milage, and power.

 

it's not the cams that make a miller cycle engine...it's variable compression ratios. I'm going to read up more on them but they are neat little toys...

 

You know I'd lend you my shop...if I only had a shop to lend!!! I'm notorious for lending stuff to people! Heck, I almost lent out my 17s for the show this weekend to help a brotha out, but they were the wrong offset. I tried!


OH, and Scott likes the Miller Cycle Engine too...you boys I swear...

 

You sure? Ill have to do some reading up on that.
I always thought it was just that the intake valve was kept open longer to increase efficency.
http://auto.howstuffworks.com/question132.htm

Ive done some reading and it should be possible to trade power for efficency through tunning, using boost and intake duration.

 

it's a great concept....wasn't really effective in the real world...a 2.3L V6 with supercharger made 210bhp.....The ford 2.5L V6 NA made 200bhp...miller cycle engines are much better in REAL small displacement vehicles.

 

The standard four-stroke engines described in How Car Engines Work are called Otto-cycle engines. They are named after Nikolaus Otto, who invented this type of engine in 1867. In the same way, Diesel-cycle engines are named after inventor Rudolf Diesel.

Ralph Miller patented his Miller-cycle engine in the 1940s, and for the last several years Mazda has been using this type of engine in some of its cars.

A Miller-cycle engine is very similar to an Otto-cycle engine. The Miller-cycle uses pistons, valves, a spark plug, etc., just like an Otto-cycle engine does. There are two big differences:

* A Miller-cycle engine depends on a supercharger.
* A Miller-cycle engine leaves the intake valve open during part of the compression stroke, so that the engine is compressing against the pressure of the supercharger rather than the pressure of the cylinder walls. The effect is increased efficiency, at a level of about 15 percent.

for full details (a great read)
http://auto.howstuffworks.com/framed...ticleZoneID=92

 

I understand what Zero is saying,

but I dont think a supercharger and a simple cam change will turn a regular otto-cycle engine into a miller-cycle engine.....i seriously doubt just a bigger cam lobe is what keeps that intake valve open long enough in a miller-cycle

 

Seriously thow me a freakin bone here. What else makes a miller cycle unique?
Varaible compression ratios are a very recent developement, the saab thing that never took off, I saw it all over the auto show a few years back and nothing recently.

I read that article too. The engine runs a 10:1 compression that is artificially reduced to 8:1 by the intake valve being held open.

"
Intake valve duration is from two degrees before TDC until 70 degrees after BDC, while the exhaust valve duration is from 47 degrees before BDC to five degrees after TDC. The intake valves remain open for around an additional 30 degrees of crankshaft rotation beyond "normal". This kind of valve timing reduces the effective compression ratio from 10:1 to a little under 8:1.

Unusual is the fact that the compression stroke is reduced but the power or expansion stroke remains the same. This is one of the critical points of difference from the Otto-cycle engine where the relationship between the expansion and compression is the same.

The late closing of the intake valve eliminates the substantial amount of energy normally required to overcome friction (as well as pumping losses), in the process of completing a normal compression stroke. "

Its just the supercharger and the cam timing. The supercharger keeps the pressure on the intake side so the air doesnt just go right back out the intake port, due to the timing

 

yup yup....the blower is only used to hold pressure in the manifold instead of the cylinder walls.

however, I'm interested in using this blower as a nice torquey addition to what we've already got....maybe even a neat little twin-charger" system.