Originally Posted by RacingGreen
Yes, That's the way I wanted to handle it.
I want to use either an external Pressure switch or the EMB 5V output to switch a second relay in Series at a given pressure...
...this would mean when I'm over 2psi in boost and the Wideband starts reading lean, the SC clutch will be engaged...
I do live in Gemany and the only options for used Eaton superchargers are Mercedes and Mini Cooper S. The only M64 charger available comes from the Mercedes CLK 320c and features already a 6rip pulley with an built-in electrical clutch
I had a eaton M62 with clutch pulley (from 230SLK) fitted by me in a bimmer 318is (1.9L 140hp) with a cockpit switch. I've learned a lot building all brackets, belts ... and I was driving with it a lot with 6psi of pressure and a RRFPR
It was a pain to make the pulleys aligned perfecly, so that the belt won't come off... but a day, even if it was great aligned, the belt came off and broke fuel lines that were going to rrfpr... I was lucky that's happened at <1 mile from home, but it was at the return from a 100mls trip
I liked the clutch option because the throttle body in my setup was post-blower, so when I left the gas a bypass valve recirculate the air from post to pre-blower.
Never dynoed the car, but I pwned friend's bmw 330i (231hp), even in straight line
and there was no more need to downscale for taking over other cars
a lot of torque al low revs and instant power , but with TB after it and a cone filter the SC was a lot noisy
People thought that was coming a ambulance, but it was the Eaton's scream
But I removed it because I was worried about alignement, as the car is DD, and now going old style turbo with a T3
At the end, the Innovate Lc1 manual says that the 5v output is not to be intended to feed other modules, and if doing this, it can broke
Good luck european friend, and sorry for my english, I'm Italian