German Office and Warehouse Relocation – Shipment Delay on Orders after 15th September

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Due to our growing business, we are expanding our German office and warehouse to a larger space once again this year. The headquarters of Hyde Motor Works will be moving from the city of Stuttgart to the city of Sinsheim.

We expect to be finished with the relocation by the end of October, however during this time our customer service and shipments are inevitably going to be affected.

Shipping of products available in stock at our warehouse in the United States of America and Australia remain fully operational.
During the relocation process, all orders made after 15th September that can only be shipped from our German warehouse will unfortunately experience shipment delays till the start of November.

From 1st November, our physical address changes to the following:

Hyde Motor Works
Im Kirchgrund 8
74889 Sinsheim-Eschelbach

We look forward to fully resuming all our services and amplify our products to everyone after this relocation.

Thank you for your support, patience and understanding,
Team Hyde Motor Works

Continue ReadingGerman Office and Warehouse Relocation – Shipment Delay on Orders after 15th September

Featured Supercharged Build of August 2023

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This month’s Featured Build takes us to Calgary in Alberta, Canada! This wonderful 1995 BMW E36 Supercharged 318Ti was built by Mathew Schmor. Mat first reached out to us earlier this year, asking us of his intent to supercharge the stock 4 Cylinder BMW M42/M44 engine using the M45 supercharger found in the Mini Cooper.

We quickly settled on a V4 M.O.A.B. 500 Kit, which is based on the AMR 500 supercharger, as the WMD 45 kit that supports the M45 supercharger was not yet ready. The M.O.A.B. 500 kit produces just under 5 PSI of boost which translates an additional 40-50HP + to the stock engine. For a 4 Cylinder BMW engine such as the M44B19 or the M42b18, which hovers around the sub 150HP mark, this pushes it to the level of the 6 Cylinder variants nearing 200HP’s with a more aggressive power band.

“Well we had a successful Saturday morning including some challenges. AMR 500 is fully operational with 4 pounds of boost recorded. We did some short test pulls mainly rolling from 2000 rpm to 5800-6000 rpm second gear shifting into 3rd.

As mentioned before we live pretty high. This set up at Sea Level would probably be reaching closer to 5 pounds of boost.
Consistency hitting 4 lbs of boost. Closer to sea level this unit would really be something.

In reality I am hitting about 2.5 lbs of boost above stock and it is still making the car way more fun to drive and the noises make me grin.”  – Mat

The car has been to the European Car show in Calgary, and the build was well documented on the 318Ti Forums.

For those interested in seeing a few videos, we have put up a small compilation with clips from Mat.

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The Issue with Individual Throttle Bodies & Supercharging

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This will be a write up explaining the issues with using Individual Throttle Bodies (I.T.B.’s) with a Positive Displacement Supercharger (PDS) such as a Roots or Twin Screw.

As the name implies, A PDS Moves specific amount of air per rotation. A 2 liter supercharger Will move two liters of air for every 360 degrees of rotation. As long as the inlet is open. 3L engine at 1000 RPMs in theory consumes 1.5 L Of air. A 2L supercharger, with a drive ratio of 3 to 1 over driven will produce 6 liters of air. at the same 1000 engine RPM.

Neither the engine or the supercharger are 100% efficient at doing their job. The engine has restrictions in the intake, intake ports valves and so on. The supercharger also has restrictions on the inlet and output sides as well as internal leakage. The rotors are not 100% sealed to each other or to the housing.

The next problem that comes In is thermodynamics. Anytime you Compress air, it will heat it up. The more you try to squeeze the air molecules together the more heat they release. The Rotors Of the supercharger also increase the heat of the air by friction. At wide open throttle and maximum power, this works just fine. The supercharger is moving as much air as it can forcing it into the engine with the ITB’s wide open. But when you close the throttle at higher RPM’s, the supercharger is still going to try and force air into the engine. Some would think using a very large bypass valve would solve this problem. And to a certain degree it does.

But now you are just recirculating a very high volume of air through the supercharger and through the rotors. Which will cause the air to heat up even hotter. That will cause the supercharger temperature to rise, and have a continuous cycle of adding more and more heat. The way a lot of OEM’s have alleviated this problem, is to have the throttle body on the inlet of the supercharger. What this does is restricts the air going into the supercharger so that it is in a vacuum. This limits the amount of Air in the supercharger so that the heat will not increase, and with the rotors
being in a vacuum, they spin very freely and have very low Friction and low parasitic drag.

Now in conclusion you can use ITB’s. But you would have to add a main throttle body to the inlet of the supercharger. To prevent the supercharger from building boost when you don’t want it or need it. This will help keep charge temperatures down and increase efficiency. You don’t want the supercharger trying to make 16 pounds of boost Or more while you’re just cruising on the highway at 60 mph.

Article written by our Chief Engineer, Keith Caldwell of K.C. Design Concepts.

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