Great link dsb Thanks!!!
etyu my friend..Yes it is only 20 days
.... I hope that my precious will come on time..This bremen factory shutdown due to holidays, has me a bit worried, but my car is set for production as we speak..so fingers crossed.
slkman, it ties to a different pulley as far as the revolutions of the eaton type compresor is concerned.You will have noticed in the first link the two counter-rotating lobes that spin towards each other.
Nevertheless,it goes without saying that once you maximise the amount of air going into the combustion chamber you need the necessary amount of fuel, and the exact timing to detonate it....
Sometimes the standard ecu can compensate for that (in the case of the m271, mercs come with an 143,an 163 and an 193 hp variant of the same engine.
You will see tuners like carlsson, that tune the standard engine from 163 to 195 hp,only provide what amounts to a pulley kit, leaving the stock ecu to compensate).
If you are going to tune the engine further and until a point where you are sure that your internals (pistons, conrods etc) will hold, then you will need a differently mapped ecu,or a parallel ecu.
The ease of going from 163 to 195 without ecu intervention,just with pulley ancillaries, is something typical of eaton type kompressors who are more efficient in the lower rev band,providing more torque etc.
By changing the pulley, you fill up the upper rev band,but parasitic losses are higher...
You may encounter the eaton kompressor referenced as a modified roots type kompressor.
Root was a copatriot of yours
, and a root kompressor was not a forced induction device as the turbocharger or the eaton kompressor, since it did not produce any vacuum (in layman's terms boost)...
I believe roots was initailly invented as an air pump to circulate air in furnaces