The orientation of the supercharger is not important, just flip it over or turn it around, on it's side no problem. Sealed bearings and the front, submerged gears in oil at the back.
I was going to drive mine off of the flywheel using a V-belt, see example:

But with the supercharger facing the other way, on-top of the inlet manifold. I have now decided to run it off the front pulley using a serpentine-belt.

The Engine this supercharger was designed for:
Maurice recommended 8.5:1 compression ratio when supercharging 2cv.

Compression ratio is very much dependent on how much boost you want to run to achieve how much HP you want to make. It can all be calculated, i have a few good books hear i can post the formulers from.

I will run 9:1 @ 7psi without an intercooler but will use a thermal barrier on the inlet manifold gasket and cold air induction.

Cheers

Harley

Here's one in action:



And how it was installed:

That one has been fitted to a gs lump hasn't it!!! and using the original Weber carb aswell!!

Been reading this thread with intrigue, would love to recreate the above, with my Dyane sidewinder,
beyond my skill unfortunately though!!

Looks the business though and I bet it goes well...!!

Aussies and their superchargers eh Harley?

Can any one remember a blue 2cv with a flip forward front end, if I recall it was turbo charged. I remember seeing it at my first London to Brighton in 2000 I think?!

Sounds like the sillycvs one.

any idea what charger was fitted to that GS* lump?
looks sweet!

I think in a gs/gsa your'e better of with a turbo, because you don't have a turbolag when you hold it against a standard 2cv engine and I think when boost comes in a 1300cc gsa engine gives you an easy 130hp..... I think that would be enough to rip your'e sidewinder in 2 pieces..........

my 2cv will give around 65/70 hp (for a very short period) (standard engine)
45/48 hp for daily use.......

Oh yes, a GS(A) would be perfect for 2 smart turbo's...... Imagine.......

As Blackjack has just purchased himself a supercharger as well as another aussie on here, Hawk, I thought I would share what info I have gathered for my project.

This is based on an Aisin AMR300 supercharger using 1 1/4" SU carby.
Although I am running EFI, i'll get to that later.

- The direction the AMR 300 flows is not important as it can be "flipped" in any orientation, the "inlet" and "outlet" flanges can also be swapped and rotated from memory, but I don't think you would need either of them.
- The easiest, and perhaps the best, installation would be to mount it directly on top of the standard manifold, using a sandwich plate, then mount an SU carby directly on top of the supercharger. yes the fuel will be sucked through the S/C which increases it's efficiency, both in boost (by closing up tolerances) and by cooling.
- 1 1/4" is the SU size required: http://www.sw-em.com/su_carbs.htm I haven't looked at what jets will be needed...
- This is the guy to talk to regarding jetting etc, for the SU carby http://hi-flow.com/
- The pulley on the Amr300 can be swapped for a v-belt type.
- 4 important things should really be done when running a S/C, without an intercooler, to reduce intake heat.

Boost no greater than 7psi +/- 1
Carby before the S/C
Cold air induction
Insulate manifold against block (bakerlite or similar)

- Other things to consider;

Retarding the timing under boost. 123 evo should be fine, although Wasted spark is not very good for S/C, chance of a backfire is high, which must be avoided.
Bypass valve, alows the S/C to freewheel at idle and cruise, increasing efficiency.
Lower compression is better for more boost, 8.5:1. Although even 9 or 9.5:1 is not to high.

- To calculate the pulley size, in simple terms...
Amr300 displaces 300cc air per revolution, 602 2cv displaces 301cc air per rev. So S/C needs to spin 1.5x faster to produce 7psi, or .5 bar of boost.
But there are parasitic losses, s/c efficiencey may only be 75%. The biggest influence on psi is the cam profile, which can be calculated, but at the end of the day a bit of guess work is required...
I have 2 good books on S/Cing that have lots of equations for this type of thing; Supercharged! & Forced Induction This one is highly recommended, lots more practical information.
- Check out the S/C articles on Autospeed.com.au there is a few, lots of good info there, except controlled max boost with a blowoff value, that is a huge waste.
- Here is an interesting article written in the 60's by an aussie racing legend Eldred Norman: http://www.fefcholden.org.au/techinfo/s ... rman7.html

- Driving the S/C belt from the flywheel:
^^ SEE Raid runner Image above ^^
by doing this it greatly reduces any clearance issues, we would mount it over the engine, not the gearbox.
- If mounted at the front; as the 'snout' on the AMR300 is very short it would need to sit a long way forward to meet up with the fan pulley, this is then a problem for the clearance of the carby. More of a problem for me as I have channelled my 2cv by 50mm!
- On the 2cv engine it lacks a strong front bearing, unlike the Visa 652, so more load placed at the front could reduce it's life expectancy.
- The oil filler/breather would not need to be relocated.
- Stronger mount can be taken from the gearbox bolts, reducing the stress from the head bolts.
- Some machining is required on the crank case and flywheel to get the pulley to fit. More info to come soon...

Harley