THE COLOR RED

Camera and lighting is off - but you can see the basic configuration before mouting and before the addition of belt drive - So you have the Core BDT.

The item with the cog pulley on it is the JACKSHAFT or COUNTERSHAFT - this would be mounted as is suitable for the engine and application and then a belt goes from it to the shaft on the BDT - You can see the smaller Pulley that gets fitted under the words in the pictures.

Enjoy!

A Note about comments:

IF you are going to comment, do so clearly. If I dont understand your comment, how am I supposed to respond?

I encurage comments, but would like to clearly understand your questions, requests, etc...

If you need more information, drop me an email - I try to respond to everyone.

Thank You!

SALE IS OVER

ALL THE DISCOUNTED UNITS ARE ALL GONE!

NOT TO WORRY BOYS AND GIRLS... JUST MEANS YOU HAVE TO PAY RETAIL IF YOU MISSED THE SALE!

SOLD OUT, SOLD THEM AT GIVE AWAY PRICES. BELOW WHOLESALE!!

WE SOLD THE BASE UNITS AND SOME UPGRADED UNITS AS WELL.



WE WILL CONTINUE SELLING THESE, BUT THE PRICE RETURNS TO RETAIL.

THE CORE PRICE IS 895.00 THAT'S FOR A UNIT WITH NOTHING, JUST THE UNIT.

WHOLESALE PRICES ARE AVAILABLE FOR DEALERS / INSTALLERS, CONTACT US FOR ADDITIONAL DETAILS.

WE ALSO OFFER A SLIGHT DISCOUNT TO SELECT GROUPS, GROUP BUYS AND VOLUME PURCHASES.

WHAT IS A CORE UNIT?

BRAKES DOWN INTO TWO SUB ASSEMBLIES:
COMPRESSOR SUBASSEMBLY -
HOUSING
BACKING PLATE
WHEEL

BALL BEARING DRIVE UNIT -
PRIMARY SHAFT
BEARINGS
HOUSING
BASE PLATE

IT IS A GOOD BASE FOR BUILDING YOUR OWN SYSTEM / KIT AROUND.

THE IDEA IS THAT YOU WOULD DRIVE THE UNIT FROM AN EXTERNAL SOURCE - BELT FROM CRANK OR COUNTER SHAFT, DEPENDING ON REQUIRED RATIOS.

IF YOU NEEDED A RATIO OF 6:1 FINAL YOU WOULD NEED TO BREAK DOWN THE RATIOS IN TO MANAGEABLE LOADS, YOU DO NOT WANT TO TRY TO RUN A BELT FROM YOUR CRANK SAY ITS 6" TO A 1" PULLEY ON THE UNIT. THAT WOULD LEAD TO A LOT OF BELT ISSUES. YOU NEED SUFFICIENT BELT WRAP. SO THE SMALLEST RECOMMENDED PULLEY IS A 2" (INCH) PULLEY ON THE UNIT. ASK US FOR DETAILS ON HOW TO GET THE RATIO YOU NEED. - JUST COVERING THE BASICS IN THESE POSTS.

THE BASE UNIT DOES NOT INCLUDE THE SECONDARY DRIVE:

SECONDARY SHAFT ASSEMBLY
BEARINGS
SECONDARY SHAFT PULLEY
PRIMARY SHAFT TO SECONDARY SHAFT BELT
EXTENDED BASE PLATE

WITH THE SECONDARY DRIVE YOU ARE ADDING AN EXTERNAL DRIVE TO THE CORE UNIT, WHICH YIELDS A 2:1 RATIO.

UNIT WITH SECONDARY DRIVE CONFIGURATION START AT 995.00

NOW HERE IS THE COMPRESSOR MAP BEFORE MODIFICATION FOR OUR USE:


IF YOU LOOK AT THE NUMBERS YOU WILL SEE THIS WHEEL STARTS WITH A NICE EFFICIENCY RANGE AND LOW RPM REQUIREMENTS FOR BOOST, WE IMPROVE ON THAT.

THE BASE UNIT IS RATED FOR 5-6 PSI CONTINUOUS OPERATION.

THE WHEEL WILL SUPPORT LARGER BOOST NUMBERS, THE LIMITATION IS MAX COMPRESSOR RPM. WE RATE THE UNITS IN STAGES. THE BASE IS AS STATED 5 PSI, THE NEXT IS 8 PSI, THE THIRD IS 12, STAGE 4 IS A 1 BAR UNIT.

WE HAVE AND CAN DO UNITS THAT CAN MAKE MORE THAN 1 BAR, WE BUILD TO YOUR NEEDS.

YOU CAN PURCHASE A UNIT AT ANY GIVEN LEVEL AND SUBSEQUENTLY CONTROL MAX BOOST BY DUMPING EXCESS BOOST.

THIS ALLOWS FOR MORE MID RANGE BOOST AND HOLDING A BOOST LEVEL ONCE REACHED ACROSS THE REST OF THE RPM RANGE.

FOR EXAMPLE IF THE UNIT IS SET TO MAKE X - PSI AT REDLINE AND YOU GET Y - PSI AT MID RANGE, IF YOU WANTED SAY Y + 2 PSI AND THAT NUMBER IS LESS THAN X, THEN YOU WOULD DUMP/BLEED OFF EVERYTHING ABOVE Y+2 AND THE UNIT WOULD MAINTAIN Y+2 ONCE REACHED TO REDLINE.

THE BEAUTY OF SUCH A CONFIGURATION IS YOU CAN ALSO USE A MANUAL BOOST CONTROLLER AND DIAL IN MORE BOOST, BUT ADJUSTING THE VALVE. SO NOW YOU GET A VARIABLE BOOST SETUP, BUT - KEEP IN MIND THIS IS BASED ON THE MAX AVAILABLE BOOST OF THE UNIT YOU ORDER.

NO POINT TO A 5 PSI UNIT SETUP THIS WAY, UNLESS YOU WANTED TO RUN AT LESS THAN 5 PSI AND THEN YOU COULD SET IT UP SAY FOR 3 PSI.

THE SECRET TO ALL THIS IS THAT A CENTRIFUGAL UNIT SPINS UP, IT IS NOT VIOLENT LIKE A TURBO, POSITIVE MANIFOLD / INTAKE PRESSURE CONTINUES TO BUILD AS THE UNIT BUILDS UP TO IT'S MAX BOOST LEVEL.

SO YOU GET MAX BOOST AT MAX ENGINE RPM. HOW YOU DETERMINE OR SET MAX BOOST IS VIA PULLEY RATIOS.

THE RATIOS ARE RELATIVE TO SIZE. ALSO UNITS ARE NOT COVERED FOR HIGHER LEVELS OF BOOST, WE OVER-ENGINEER, BUT IF YOU OVER-DRIVE A UNIT; THEN RESPONSIBILITY FOR ITS CONDITION, HEALTH AND RELIABILITY JUST BECAME ALL YOURS.

IN OTHER WORDS IF YOU RUN A BASE UNIT AT STAGE TWO LEVELS, THAT'S ALL ON YOU, WE DON'T COVER IT AND IF IT BREAKS, WE CAN REPAIR IT OR REPLACE IT, BUT THE COST IS ALL ON YOU.

UNITS ARE WARRANTIED AGAINST PRODUCT DEFECTS, WE DO NOT WARRANTY THE INSTALL, BECAUSE YOU PERFORM THE INSTALL.

INDIVIDUAL SUPPORT WARE AND ACCESSORIES MAY OR MAY NOT CARRY WARRANTIES AS PROVIDED OR IS APPROPRIATE FROM MANUFACTURER.

UNITS CAN BE PAINTED, ANODIZED, POWDER COATED, POLISHED, ETC... LOTS OF OPTIONS. WE CAB PROVIDE THIS SERVICE, OTHERWISE UNITS SHIP UNPOLISHED AND UNPAINTED. WE ENCOURAGE THE CUSTOMER TO CUSTOMIZE THE UNIT ON THEIR OWN. THIS REDUCES YOUR INITIAL COST AND ALLOWS YOU TO MORE SPECIFICALLY MATCH THE COLOR OR OPTION.
WE OFFER A LARGE ASSORTMENT OF SUPPORT WARE TO HELP COMPLETE YOUR KIT. WE ALSO OFFER INCENTIVES/REWARDS TO PARTIES WHO SUPPLY US WITH PHOTOS OF THE INSTALL, BEFORE AND AFTER, ETC... THE MORE DETAILED THE INFORMATION YOU PROVIDE THE GREATER THE REWARD YOU WILL RECEIVE.

PRICE BREAK 700.00 For limited time

The new models are available, we are having a sale:

Going to offer them at the GIVE AWAY PRICE OF 700.00 till end of Feb. 2006.

Internet only pricing. While supplies last. Inquire for details, must mention website.

Retail is considerably higher. Price will not last.

ONLY 7 UNITS AVAILABLE AT THIS PRICE. - UPDATE: 4 REMAINING AT THIS PRICE! 2-16-2006 - UPDATE 2-18-2006 2 REMAINING - UPDATE - 2-22-06 ALL GONE AT THIS PRICE. MORE UNITS AVAILABLE, BUT PRICE GOES UP TO REGULAR RETAIL.

This price is for a universal kit. "Not application specific."

MORE FOR THE Do-It-Yourself person, we offer the unit with bracket for adapatation to your mounts. We offer lots of support ware ~ ala cart, extra fuel, water injection, intercooling, hard pipes, timing, etc... lots of affordable solutions.

We do kits for a limited number of vehicles and we are expanding our offerings. Email us for what kits we have and what we are interested in doing.

Wholesale options are available for select individuals.

Please keep in mind the blog is an information source, not a retail site, email us or use the link below to visit our retail site currently under construction.

Standard Configuration is 5-6 PSI depending on drive ratios of pulley configuration.

Units are over engineered, so they are capable of more with out issue, but warranty will cover unit used as ordered.

Units can be ordered for higher boost levels and will be covered under warranty for use as ordered boost level.

Price is for a unit feeding 4.0 liters and below (Up to 4.3) multiple Options are available, commercial site is closer to being ready:

http://www.forcefeedit.com

If you contact me via this blog, please state you are doing so in your email, so I have a clue what you are familiar with and do not repeat information in my reply.

Support ware list grows and grows.

We can and have built these units to work with carbs, in a blow thru and draw thru (side draft or down draft) configuration. This is a special order and price will be set based on actual needs and applications.

We can feed any current production motor for a passenger vehicle, truck, car, bike, jetski, snow mobile, ATV, etc...

Any changes to basic configuration, custom applications, higher boost levels, etc will effect price.

Our product line outside of Superchargers is increasing in leaps and bounds.

Website will feature various products.

HOT ITEMS we are excited about ore the Additional Injector Controller, Injector Bosses/bungs.

Injector Boss:
CNC'd injector bosses available for use with standard 14mm O-ring type Bosch injectors. Steel base, aluminum top.

Two piece design gives total retention. Perfect for boosted applications, works great when adding fuel to an EFI or Carb setup, dont over jet, dont over fuel, install one or two injectors and use with a controller.

The tops are threaded for 1/8 NPT fitting so can use straight or 90 degree AN or brass fittings for attachment to the fuel rail or supply block. Comes with stainless steel socket head cap screw hardware. Bosses are machined at 45 degrees on weld face.

CONTROLLER:

NOW DON'T GET ME WRONG, I LIKE LOW TECH, LOVE CARBS, ETC... but one thing about boost and carbs, is jetting... now you can combine low tech and high tech. Or go all low tech.

THE LOW TECH ROUTE IS INJECTORS AND A PRESSURE SWITCH THAT TURNS THE INJECTOR(S) ON AND THE INJECTOR(S) REMAINS ON AS LONG AS THAT PRESSURE "PSI" IS PRESENT. SIMPLE BUT CRUDE, EFFECTIVE, BUT HURTS MPG.

I SAY USE A CONTROLLER, SOMETHING SIMPLE, SOMETHING THAT LETS YOU TUNE AND THAT IS LOW COST, NOT HIGH COST JUNK.

HERE IS THE LOW COST SOLUTION:
No frills device capable of controlling 2 or 4 supplementary fuel injectors on low to high boost applications.

You retain the off boost driveability and emissions of the OEM system and have full control over the extra fuel you need under boost with a turbo fitted or at higher than stock boost pressures.


EIC control box measures only 4.4 X 2.4 X 1.25 inches allowing easy under dash mounting.

Will give you automatic rpm and boost compensation to 22 psi with its sophisticated microprocessor.

Duty cycle LEDs keep you informed of injector duty cycle in 25% increments.

Hookup is easy with just 3 wires and a vacuum hose plus the injector wires.

Simple controls allow quick, easy adjustments.

The boost threshold knob permits you to set the boost pressure that you wish the unit to start injecting at. The fuel gain control allows you to fine tune fuel delivery to your specific needs from 1 - 100%.

The internal microprocessor and MAP sensor control fuel flow from your knob selections proportionally with RPM and boost pressure.

This permits a trickle just coming on boost at low rpm, to a storm at full boost and high rpm.

The 2 injector system is designed to have the injectors mounted in front of the throttle body or in the intercooler discharge tank pipe.

The 4 injector model is designed for high boost, 4 cylinder engines mounting 1 injector in each manifold runner for excellent fuel distribution.

PROJECT CAR ADDED TO STABLES - 2.5 TURBO LEBARON CONVERTIBLE

SO I PICKED UP THIS LITTLE BEAUTY CHEAPLY AND WITH A LITTLE TWEAKING SHE IS SINGING MY SONG -- POWER AND BOOST!

HOW CHEAP? UNDER 600.00 BY THE TIME YOU INCLUDE MINOR REPAIRS AND TRANSPORTATION.

SHE HAD ENGINE ISSUES.

SHE IS A FACTORY 2.5 LITER TURBO.

SHE WILL BE GETTING A SUPERCHARGER, EITHER VIA ME PULLING THE TURBO, OR VIA A TWIN CHARGER SETUP. THE INTERNALS WILL HANDLE SIGNIFICANT BOOST, SO A TWIN CHARGER WITH ONE TURBO AND ONE SUPERCHARGER WOULD BE ONE SWEAT MEAN SETUP.

SHE WILL EVENTUALLY GET THE FULL TREATMENT DOHC SWAP (STOCK IS SOHC) -- YOU WILL LOVE THIS - DOHC HEAD FROM A NEON, YEA THAT'S RIGHT 2.0 OR 2.4 LITER DOHC NEON, HEAD BOLTS TO A 2.2 OR 2.5 TURBO MOTOR... IMAGINE THAT.

MODIFICATION IS REQUIRED BUT ITS AS CLOSE TO A FACTORY OPTION AS YOU COULD HOPE FOR.

MY LAST 2.2 DOHC CONVERSION MADE OVER 370 HP AND 500 FT LBS AT 19 PSI. ON A STOCK INTERNAL HIGH MILEAGE MOTOR!! STUFFED IN A DODGE 600 TURBO ES CONVERTIBLE.

GOT THE DYNOS TO BACK THAT UP.

CHANGE HEAD GASKET - PART OF HEAD SWAP ANYWAY.

CHANGE ECU FOR MOPAR PERFORMANCE UNIT.

TWEAK FUEL DELIVERY AND TIMING - ENSURE ENOUGH FUEL, RULE OF THUMB FOR BOOST 1/2 DEGREE OF RETARD PER 1 PSI.

TRICK ECU AND WASTE GATE TO LET YOU MAKE MORE BOOST. - MANUAL BOOST CONTROL.

INTERCOOLER WITH FAN.

THAT'S ABOUT IT... THE DEVIL IS IN THE DETAILS, BUT I AM NOT GOING TO POST EVERY LITTLE TID BIT AND HOW TO ON HERE, YOU WANT TO MAKE THIS HAPPEN, FINE EMAIL ME AND WE CAN WORK SOMETHING OUT.

YES I CAN CONVERT YOUR MOTOR OR ONE FOR YOU, EVEN A REBUILT MOTOR... COST VARIES BY OPTION.

YES THESE CARS ARE FWD, BUT TALK TO ME ABOUT RWD CONVERSIONS!

TWIN TURBO SETUP - BOOST IS BOOST

TWIN TURBO

YES IT FEEDS A SINGLE MANIFOLD & YES ITS SET UP FOR TWIN CARBS AND WAS RUN EXTENSIVELY IN THAT CONFIGURATION.

ANOTHER OPTION IS A TWIN LPG CARB... AS FOR ALL PROPANE UNDER BOOST. MONSTER POWER!! CHEAP TO RUN, 110-120 OCTANE FUEL, OH YEA PROPANE IS A GREAT BAND AID FOR THOSE TIMES WHEN YOU WANT HIGH OCTANE FUEL!

INSTEAD OF CARBS SETUP COULD BE RUN WITH JUST A DUAL TBI - THROTTLE BODY INJECTION SETUP.

LIKE THE OLD CROSSFIRE INJECTION SYSTEM USED ON EARLY CAMAROS

OR

USE JUST DUAL THROTTLE BODIES, NOT TBI, JUST THROTTLE BODIES AKA AIR MOVERS

• INSTAL INJECTORS BOSSES ON A 4 BARREL MANIFOLD
• INSTALL INJECTORS AND FUEL RAIL
• RUN WITH SOMETHING LIKE SDS, MEGASQUIRT, GM, VEMS OR OTHER STAND ALONE EFI OR COMPLERE ENGINE CONTROL

POINT IS IT WORKS. THAT LITTLE CONFIGURATION IS A MONSTER, ESEPCIALLY IF YOU MAKE IT SEQUENTIAL, WITH A BUTTERFLY TO KEEP SECOND UNIT OFF LINE UNTIL SAY 7 PSI.

~ PROPANE ~

YOU CAN USE A SINGLE PROPANE INJECTOR FOR XTRA FUEL, FOR COOLING THE INTAKE CHARGE AND FOR ADDING OCTANE.

WORKS FOR DIESELS AND WILL WORK FOR A CAR IF DONE RIGHT.

I PREFER PROPANE INJECTION OVER WATER & ALCOHOL INJECTION, LAST LONGER AND GIVE YOU MORE.

A SINGLE PROPANE INJECTOR AS A SUPPLEMENTAL SYSTEM IS STUPID SIMPLE TO SETUP.

GIVEN A CHOICE I WOULD RATHER JUST RUN 100% PROPANE FOR FUEL AND SKIP ANY DEALINGS WITH GASOLINE. CAR RUNS BETTER, LESS EMISSIONS, LONGER INTERVALS BETWEEN TUNE UPS AND OIL CHANGES, ETC.

PROPANE MAKES A HIGH COMPRESSION MOTOR WITH BOOST A LOT EASIER TO RUN AND MAINTAIN.

TO GET THE MOST OUT OF A PROPANE CONVERSION REQUIRES UPGRADED IGNITION AND HIGHER COMPRESSION AND/OR BOOST TO FULL UTILIZE THE BENEFITS.

IN AN OTHER WISE STOCK CAR, COVNERTING TO LPG, WILL DROP GAS MILEAGE AND POSSIBLY POWER, DO TO THE TYPICAL LOW COMPRESSION NATURE OF MODERN MOTORS AND LESS THAN OPTIMAL IGNITION.

FEEL FREE TO EMAIL QUESTIONS ABOUT LPG CONVERSION.

SECONDARY DRIVE UNIT

SINGLE PRIMARY DRIVE UNIT