Sorry for being late to the ball game.

The bearing you are looking for is a 47mm OD x 32mm ID x 18mm double roller bearing. The NSKs are all dried up save a few here or there sitting on the shelves of local bearing warehouses.

Take care

 

Available HERE: 32mm x 47mm x 18mm Air conditioner Compressor Bearing, SAS Bearings

and HERE: 32BG04S3G-2DL A/C Compressor Double Row Ball Bearing 32x47x18mm

Nachi P/N 32BG04S3G-2DL
NSK P/N 32BD4718T1ZDDU

 

Typical use : Air conditioner compressor bearing. But can it withstand 15k rpm?

 

I have a spare Eurocharged 62mm pulley (never been used).
PM me if you are interested - USD$400 + $40 reg. post from Oz - via paypal.
First in best dressed.

You can see 2 in the photo - Not sure if I'm going to use the other one yet - maybe hold onto it for a bit yet.

 

Seeing as how your a/c compressor is spinning the same rpm, I'd say yes. They are running off the same belt!

 

The rpm will depend on the diameter of the pulleys, if they are the same diameter they will rotate at the same rpm.
So what diameters are we talking about?
Under normal conditions the SC bearing will not be rotating at all as it will be locked up when the SC kicks in. So we can say that the AC bearing sees a harder set of conditions, side loads and higher rpm.

 

Completely inaccurate!!

Yes. I no longer have my Crossfire to compare the pulley sizes.

 

From my records, the stock AC pulley is 52mm. At 6200rpm redline and 155mm crank the AC pulley would be seeing 155/52*6200 = 18,480rpm.
If you have a 178 or 181 crank pulley you're up near 21,500 rpm.
Mind you, you're only up at 6,200rpm <5% of the time even if you're an aggressive driver (track).

b22b

 

Sharing an update of my recent experiences . . .

As many of you know I experienced a catastrophic failure when my 62mm supercharger pulley grenaded back on 08/01/14. Chunks of the grenaded pulley punched dents in my hood. After removing the pulley it was evident that the pulley face had been slipping against the face of the electromagnet on the supercharger. The face of the electromagnet was damaged and I ended up having to replace the complete supercharger unit as well as having my hood refinished. This episode lead to Chris (LateModel21) designing and producing a scatter shield to protect against flying fragments should the supercharger pulley grenade. While I was replacing my supercharger I also installed one of Rudy's new and improved intercooler units and a pair of Needswings custom high flow intake manifolds. Overall this turned out to be a VERY expensive problem for me.

My theory at the time was that the pulley began to lose its grip against the electromagnet face when nearing maximum engine RPM. The faster that supercharger is spinning the more force it takes to spin it. I believed that the demands on the supercharger from the 62mm pulley simply exceeded the ability of the electromagnet to 'hold on" to the face of the supercharger pulley.

The manufacturer of that pulley (Kang Vo who made the pulleys for Rudy and also sold directly to a few others like myself) made me a replacement pulley and and I installed it on my car a few months ago. The car would run very well around town but when pushed to the max on WOT runs, the car would "fall flat" at peak RPM and then when it would shift would be strong again until peak RPM in the next gear. Also another curious symptom was that coolant was sprayed around the right underside of the hood.

It really felt like a fuel problem OR possibly an intercooler pump problem but before going in those directions I decided to pull off that new 62mm pulley to see what it looked like. Well there was clear evidence that the new pulley had also been slipping! I managed to "catch it" before the face of the electromagnet was damaged beyond use. There was also evidence that the pulley was slipping against that special aluminum spacer washer that is used to install these pulleys. That spacer washer was chewed up with bits of shredded aluminum around the top washer and the bearing retaining C-clip.

I installed a 65mm hardened steel pulley that I bought from Jay in Poland (another of the same pulleys I've been running on my black SRT6 roadster for about 6 months without issue). All of my problems disappeared and the SSB SRT6 roadster is now running fantastic. Ready to take it to the track and get a few time slips!

In summary (and in my humble opinion), the 62mm pulley pushes the supercharger beyond the ability of the electromagnet "hold on" to the face of the pulley. I believe many of you have been running the Rudy 62mm pulley without any apparent problems. That's great for you and I certainly don't wish you any problems BUT I'm only sharing my personal experience here. I am suggesting that those of you running the 62mm pulley occasionally pull it off to check the condition of the pulley face, the face of the electromagnet AND the condition of that aluminum spacer washer. Doing so might head off more severe or catastrophic problems in the future.

Good luck and best regards,
Bob Davis (RED DOG)

 

Thanks for the info Red Dog ......I have had mine off half a dozen times at the track and dyno and have not see evidence of slippage but will check again later today. Sorry to hear about your frustrating/exensive issues hope the 65 works out better.

 

I'm running at just a few feet above sea level here in FL (thicker air). You're running at a much higher altitude there in CO (thinner air) and so your supercharger is not cramming as much air hence you probably will never have an issue.

 

Yes that is a very good point..........denser air is harder to compress.

 

I found this :

 

It might be a wise move to replace the aluminum spacer with a steel one. Aluminum is quite easy to compress and the constant load from the torqued bolt will reduce the length and reduce the torque on the screw at the same time.

 

Subscribed........

 

I'd not considered the possibility of the supercharger pulley slipping against the clutch but it makes sense. When I stacked my Code3 with my 178 I had the same sensation of power dying and revs taking forever to climb in 3rd. But boy was the power intoxicating until reaching that threshold.

Les

 

I wonder what the possibility is of making the electromagnet a stronger electromagnet. Step it up, so to speak; more volts? This is beyond my pay grade. Attention: Woody

 

I wonder if having the ECU trigger a relay instead of directly powering the electromagnet would make a difference??

Also, what is the actual friction surface on the magnet? I see two bands of steel and then some material in between.

 

more volts is not the answer.
The power of an electromagnet is determined by the wire size and number of windings in it.
The larger the wire size, the more amps you can apply.
The more windings, the more electromagnet force.
This rule applies from the smallest relay coil up the the CERN SuperCollider.

( The above is a gross oversimplification, but I think you get the gist )

Bottom line : You ain't gonna make the OEM SC clutch grab any harder by increasing volts or amps, it's doing all it can do with 14v and whatever amps it is drawing without blowing the fuse.
You would need what was called back in the good old slot car racing days, a 'rewind'.

Has anyone looked to see if the clutch on the V8's are any stronger and will the M113 clutch fit on the M112 SC ?

 

Exactly, we are working with 12volts. My thought was the ECU might be limiting current pulled by the magnet.