Drouin supercharger (2012)

Fair enough.

Keep in mind that the two belt Drouin has the impeller spindle supported on the end so lengthening the shaft will require either extending the end support or getting a good bearing support arrangement to support a cantilever shaft.
 
Hi, I have not seen a 2 belt Drouin close up ,But i thought that they were flanged for a bolt on carburator.
What I described was to replace the late model single belt built in fuel injector that leaked gas every where with a state of the art, Lectron
Bruce MacGregor
 
i think the early 2 belt drouin was a different setup IE carb/manifold but the one i have is later type fitted with a lake fuel injector (the worst of both worlds),i do not intend to use the injector i would love to use the lectron setup as yours but i want to get this twin belt system to work first i am sure some upgrades can be made to these belts and pulleys because of the christmas period its been hard getting a response from these companys ,,,,,,,,,,,,,,,,,baz
 
The earliest I am familiar with used a cog/timing belt off of the crankshaft and then a near paper thin flat belt that was maybe 3 inches wide to drive the turbine spindle. This is the earlier Drouin I am referring to and it came with a flat phenolic slide and needle to throttle the air and fuel.

I believe this was the standard for all Norton Drouin superchargers. At least I never saw an alternate to this other than someone fitting something non-OEM.
 
Its a bit odd the guy selling says he thought it was for a 750 honda! I would have thought only having 2 inlets would have told him something? Also i am pretty sure the twin belt compressor is the same as the honda kit at that time ,,,baz
 
http://s1301.photobucket.com/user/baz49/media/008_zps6e0372cb.jpg.html?sort=3&o=3just started fitting my drouin i am going to fit a flatslide 40mm carb
Drouin supercharger (2012)
 
Dang it baz, I just realized I could just slap my ready to go Drouin on my factory Combat to get familar with it but I've been scared of the conditions I ride in, un-tammed isolastic sloppy handling and involuntary throttle snap reflex. I'd be interested in the needle as will have to modify them to work on what its actually going on that needs 3x's more power to better enjoy the handling. One thing my plain ole Combat has is enough down low torque I have to use care on entering roads gasing it while still sharply leaned-turned or rear slides right out. Do that over sight with Drouin would be like on wet grass, ie: just letting off may not stop the spin just then. I may find spare needles from Lectron or have a custom batch in SS via 3D printing sintering.
40 mm belt pushes the blower crank pulley out ~10 mm which leaves a gap to fill in cover mounting if still retaining the Lucas charger there. Might be able to leap in between two car spaces going 60 then snick 2nd to float front and pass a line of em then snick 3rd and really leave em behind then 4th to suck your helmet off and blow the tire heat rating to smitherines.
Do be careful on powering up to lean out and pass as can easy turn into a flat tracker crossed up side into oncoming lane. A supercharged isolastic Commmando is definitely a point a shoot wheelie machine. Stick with 530 chain or the teeth will too soon disolve.
 
Re: Drouin supercharger (How to start)

I have a 74 850 commando with a druin supercharger I got off dennis in Nyack years ago, I drove it for a few years and stored it. Its out of storage and I have misplaced the starting instructions that came with the drouin kit. If anyone has a copy of the strat instructions it would be most helpful. I think it had to do with petcock opening and timing. For example full open wait 5 seconds and kick if cold etc.
 
I got the last pair Denis had on hand. You open fuel to slight flood state then shut off and kick off then turn fuel back on before stalling. Everyone with a Droun has remarked how easy to start and how much smother the engine felt. Diddling the Lake injector needle is the real buggaboo and the slide sticking open some with boost building has been deadly, so get a kick button reflex in order and start shopping for new rear tire now.
 
A dual belt drive early version with a good bit of adapting to make work.

[video]https://www.youtube.com/watch?v=NG9ER_9zzXc[/video]
 
[="hobot"]A dual belt drive early version with a good bit of adapting to make work.

[video]https://www.youtube.com/watch?v=NG9ER_9zzXc[/video][/quote]
Yes that looks like a real good setup but thats an "eaton" type supercharger which would probably run at engine speed or less, you can use tooth or V belt at that RPM but a drouin runs up to 40,000 RPM the secondary belt is the critical one,i needed this belt for my drouin most belt manufacturers i contactacted wont reply to me but i bought one in the end from germany but now i am going to fit the drouin to a 920 that i am building so its becme a longer project!! .................baz
 
Quote:
Yes that looks like a real good setup but thats an "eaton" type supercharger which would probably run at engine speed or less...


Just for the record: I have an Eaton twin-lobe SC on my Miata and it runs at 2.1 x engine rpm and makes a nice scream.
Jaydee
 
Ok good eye baz on the actual compressor but there is a dual belt Drouin
that drove this type-size compressor.

Ms Peel 750 Drouin would of been enough to keep up with the 900 Ducati and some liter bikes but when the 1098 came out I swallowed hard to set back project to max it out with 920 Maney with drag strip cam to go against the boosters gain and up the CR and then pack it in even more. I hope ya know
what ya is in for and consider the drive train too as AMC spills guts about 100 hp the late dragster builders I quized but both when bonkers, jumping, laughing, yelling, knee slapping dancing around, like little kids on the mention of Norris D+ cam. Boy oh boy I want what they were on, who wouldn't.

Showed this to mc-engine and its inspired one fella to hunt a small turbo to adapt to vintage 750 Laverda twin.
 
[="hobot"]Ok good eye baz on the actual compressor but there is a dual belt Drouin
that drove this type-size compressor.

Ms Peel 750 Drouin would of been enough to keep up with the 900 Ducati and some liter bikes but when the 1098 came out I swallowed hard to set back project to max it out with 920 Maney with drag strip cam to go against the boosters gain and up the CR and then pack it in even more. I hope ya know
what ya is in for and consider the drive train too as AMC spills guts about 100 hp the late dragster builders I quized but both when bonkers, jumping, laughing, yelling, knee slapping dancing around, like little kids on the mention of Norris D+ cam. Boy oh boy I want what they were on, who wouldn't.

Showed this to mc-engine and its inspired one fella to hunt a small turbo to adapt to vintage 750 Laverda twin.[/]
yes i know what can happen to to the trans,i have a maney outrigger bearing for the clutch which may help a little...............baz
 
Well maybe the tire spin or clutch slip will protect the shafts and bushes too. Going fast kind of scares me so more looking forward to the stunts digital rear on/off traction allows and zooming up to some sane speed of course. Heat dumping for sustained boost is a bugaboo to keep in mind or actively attack. Peel's got JSM pistons and Swains coating on them and chambers out the exht port and behind valve too. Head has been cryro'd which popped seats right out, but should tolerate a bit more everything now as stock size valves for the heat flow help as boost will blow through slightly smaller opening and maybe keep velocity up so idle and creeping don't bog choke with the over lapped cam.

Turns out there is no normal way to fit oil jets in Maney cases, ie: by screwed in fitting aimed up the skirts. Case walls kinda thin in these areas. Bottom of case location, rods hides jets a good bit of the time and pistons and cylinder extend down too far for room in back side approach. Will have to think out side the normal and still may not able to fit em. Jets only hit pistons on decent so really gotta put some oil volume on them. Jet would have to be removed to install and remove crank. Going by scope of applications and heat levels about a gallon a min per jug would do it right. Would have to add another pump to suck it out too.
 
To repeat what I've heard - if it ain't blown then it just sucks.


a few cool photo of Drouin Commandos
http://blog.goo.ne.jp/ontron/e/bcfdc877 ... 847fb7a617

install photo on how poisonous Drouin are to anything non Norton on hand.
http://www.mikessupercreations.com/inde ... percharged




Drouin supercharger (2012)

Little Natalie wasn't happy with the stock output of her Commando, next thing we knew, she was blowing-by us at 140, with the front wheel wagging in the air.
This bike was spotted at the 1992 Del Mar Concours d'Elegance and so the young miss, the daughter of its owner whose name escapes me, is now a young lady.
 
Bruce MacGregor » Fri Jan 31, 2014 8:05 am

Answer for Steve, In 1st & second gear there is hardly any boost. The engine gets to 6500 RPM before the boost has a chance to build.
The boost builds up under load over time, like a few seconds.
3rd & 4th will show the boost increasing.
The boost will go to 15 # passing a car or truck at Highway speeds in 3rd & 4th and the acceleration of the bike will increase with the increase in boost.
It seems to accelerate faster in 4th due to the boost than in second.
Strange Feeling!
Acts kind of like Turbocharger lag which is caused by something completely different.
I would expect a centrifugal compressor output (Boost pressure) to be dictated by RPM.
But it is definitely load that influences the boost pressure more, at least on my bike.

I'm not sure if it's the cam (Stock 850) has too much overlap and the charge gets blown in & out of the cylinder before the intake manifold pressure can build.
Or maybe it needs the exhaust back pressure to increase to generate pressure in the intake manifold where the boost is sensed.
Any way , Load = Boost = More power
850 with a drouin
06 Duc ST-3s abs
Click to expand...

Bruce's report is both encouraging as well as disappointing. I was hoping the boost was throttle snap loading dependent but not so rpm dependent as well. Still its 3rd and 4th gear speeds I mostly want the extra power, in opens where hp rules the roost. Did you experience rear traction issue? Were wheelie avoidance an issue in lower gears? Did ya get some 4th gear front floating time? In what conditions could ya feel the impeller gyroscopic resistance? Did the exhaust note sound different? i'll try to photo Tom Drouin articles to read here for fun flash backs.
 
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