A tale of 3 Superchargers
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From: Lethbridge, Alberta, _______Canada._______ West Coast Bonneville Fest ___05,06,07 Survivor___
Im assuming little touches like that can be added to the exterior on any rough cast area?
I'm impressed! How time consuming was the wet sanding?
I'm impressed! How time consuming was the wet sanding?
DINOSAURUS BOOSTUS
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From: Enfield, CT
Originally Posted by SSEimatt93
How time consuming was the wet sanding?
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Pic bump to page 3. 
Matt, you don't NEED a mirror finish like this. But if you have the time, take it down with the dremel as I stated, using a combination of attachments appropriate for the material you're removing, then start wetsanding in stages (400, 600, 800, finish with 1000), then polish with the dremel.
Matt, you don't NEED a mirror finish like this. But if you have the time, take it down with the dremel as I stated, using a combination of attachments appropriate for the material you're removing, then start wetsanding in stages (400, 600, 800, finish with 1000), then polish with the dremel.
Originally Posted by willwren
Ok, here'* probably the last update on Paul'*. After this update, the Bullet'* new blower will be left out (it'll be shipped soon) and Haro'* and Zilla'* will follow on.
Keep in mind all these surfaces on the inlet and outlet are VERY rough sand castings. Smoothing the GenV'* tougher alloy is a B****.
Starting off with the TB adapter again (this adapter is required to mate the L67 TB to the GenV blower inlet), this adapter was blended to better match the inlet diameter of the GenV blower, then polished:
The inlet went through a tougher transformation. Per Paul'* request, the EGR was filled and blended, then the inlet was smoothed and lightly polished. You can see the 'blended egr plug' in the pic, and you can see how it'* smoothed out alot. This combats heat caused by friction. The inlet is actually the hottest portion of a SC under boost:
Note that polishing the inlet to a mirror would be very difficult and would gain little over the amount you see here, but I'll be making another polishing pass or two on this sucker anyway.
On to the outlet. Sharp corners create heat. All sharp corners were blended off, then polished:
Again, I'll probably make a couple more passes on this outlet before shipping it back to Canada. The GenV alloy is MUCH tougher and very hard to work. Particuarly at this level of detail.
And just because I can, I decided to leave my signature on a worthless feature on the EXTERIOR of this SC:
This polishing job clearly needs more work. I can't see the date of mint on the penny in the reflection.
Keep in mind all these surfaces on the inlet and outlet are VERY rough sand castings. Smoothing the GenV'* tougher alloy is a B****.
Starting off with the TB adapter again (this adapter is required to mate the L67 TB to the GenV blower inlet), this adapter was blended to better match the inlet diameter of the GenV blower, then polished:
The inlet went through a tougher transformation. Per Paul'* request, the EGR was filled and blended, then the inlet was smoothed and lightly polished. You can see the 'blended egr plug' in the pic, and you can see how it'* smoothed out alot. This combats heat caused by friction. The inlet is actually the hottest portion of a SC under boost:
Note that polishing the inlet to a mirror would be very difficult and would gain little over the amount you see here, but I'll be making another polishing pass or two on this sucker anyway.
On to the outlet. Sharp corners create heat. All sharp corners were blended off, then polished:
Again, I'll probably make a couple more passes on this outlet before shipping it back to Canada. The GenV alloy is MUCH tougher and very hard to work. Particuarly at this level of detail.
And just because I can, I decided to leave my signature on a worthless feature on the EXTERIOR of this SC:
This polishing job clearly needs more work. I can't see the date of mint on the penny in the reflection.
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Switching gears back to Harofreak'* Gen3 M90:
I've already roughed in the inlet to fix the Eaton goof pictured here.
And now fixed (good thing he sent his throttle body so I could center the bore for the natural flow).
So I set to work on roughing in his outlet. This is what it looked like an hour ago:
I set out to remove some of the material where the two 'lumps' are for the nosedrive/rotor plate bolts. The GenV already has these cut out, and they restrict outlet flow on the Gen3. But the GenV has a good 5/8" of thread bearing thickness available. If the Gen3 is removed entirely, there would barely be 1/2". I'm doing this on the safe side, and began the cuts:
Unfortunately, the Black & Decker rotary tool (had to try it for the price) that I've had for 6 months decided to smoke itself part way through. I didn't catch the worst of it, but it smoked for over a minute after unplugging it.
Enjoy the video while Bo and I take the SLEeper out to get a replacement:
I've already roughed in the inlet to fix the Eaton goof pictured here.
And now fixed (good thing he sent his throttle body so I could center the bore for the natural flow).
So I set to work on roughing in his outlet. This is what it looked like an hour ago:
I set out to remove some of the material where the two 'lumps' are for the nosedrive/rotor plate bolts. The GenV already has these cut out, and they restrict outlet flow on the Gen3. But the GenV has a good 5/8" of thread bearing thickness available. If the Gen3 is removed entirely, there would barely be 1/2". I'm doing this on the safe side, and began the cuts:
Unfortunately, the Black & Decker rotary tool (had to try it for the price) that I've had for 6 months decided to smoke itself part way through. I didn't catch the worst of it, but it smoked for over a minute after unplugging it.
Enjoy the video while Bo and I take the SLEeper out to get a replacement:
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That F****r looks deep fried
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