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Mate of mine has a few weeks ago purchased a GQ TD4.2 with a sprintex supercharger fitted, his bank balance has just rebounded back enough to give the car a full backyard service this weekend.
We have lifted the bonnet and scratched our heads over this unit, everything else is easy enough but neither of us have had anything to do with supercargers.
We noticed there are grease nipples for the rear end gear set and an engine oil feed for the front gear set.
Anyone know what is the grade of grease and what is the go with the fitted filter inline on the oil feed and service intervals? any info very much apreciated.
cheers fnq
*JUST LUV IT* 96 GQ LWB TD4.2, Cav, Kings, Dobinsons, Motorguard, Enginesaver, 400 pro, Cooper ST's (rolls eyes), fleetguard oil filters, Delo 400 engine oil, Delo ESI gearbox oil and an RTC.
G'day fnq,
I had a Sprintex on my 60 (2H) for many years and then put it on an 80 (1HZ) Unfortunately I've thrown all the maintanence stuff out but this is what I can remember.
The grease nipple at the back should also have a small plunger type fitting nearby. When you add the grease, stop when the plunger opens and the grease starts to come out, and do not over grease it. Service interval was every 5K with oil changes. I can't remember the grease type and I wouldn't want to guess and give you the wrong advice, so it would be best to call Sprintex who are in Perth. They were going under the name of powerhouse or powerhouse performance, but i think they have changed their name now as they were bought out by and heavilly invested by a Japanese co. from memory. Do a search for Eaton superchargers and something shuold come up as they distribute them.
If it's the same as I had and the inline filter is in a closed loop off the front gearbox, it is there purely to check the oil level, and from memory it was 80/90 gear oil. I had to take the cover off the gearbox to renew the front oil seal and the gears inside are incredibly well made and of the highest grade tool steel, really impressive. They only take about 300ml of oil, although I think the Nissan installation has the unit on it's side (wider rather that taller) so this may be slightly different.
They recommend a 100K service on them, which includes recoating the 2 srews with teflon, new seals and bearing throughout and setting up all the tolerances etc and cost me just over $1000 last time I had it done. There's no touching parts on the screws so the tolerances are extremely important to make sure the adiabatic efficiency is kept high. There's one large screw, and a second smaller one that turns from memory 1.6 times faster and inside the first one, very clever and amazing machining. You could take the outlet pipe off and look inside to see the screws, turn it by hand and you'll see the workings.
The belt on mine was a multi V type and replace this every 20K, Gates do a good range and are priced OK. The flexible tensioner was a service replacement for me as well as the rubber insert eventually loses it's give. The tension on the belt should be tight enough so that theres no slip, but should allow slip when you turn the engine off and it kicks backwards so that it doesn't damage the screws. You'll normally hear a little bit of a belt sqwawk when this happens. There are markings on the tensioner but I can't remember again what number to set it on, best to check with them again as they might have some old service sheets for them. Flexible drive agencies carry all the belts and tensioners.
over this unit, everything else is easy enough but neither of us have had anything to do with supercargers.
