Slight Update:

Those of you who follow us on facebook know we took delivery of our first Stage 2 car this week. In addition to being a stage 2 car its also getting a plethora of quality upgrades including the entire SPL catalog, DSS Axles, a stroker RJ MFG closed deck motor and a fully Built 7AT transmission as well.

We want to thank and welcome Nomodsjk for joining the RJ MFG Family!

In addition to that news we are also in talks with an alternative Intercooler company in efforts to reduce the complexity and overall costs of the kit. This is by no means a reduction in quality or performance. Depending on the news we receive this week we will have some more renders for you guys next week. We want to make sure the kit we deliver is 100%.

Our Goals are:
1.To deliver the best quality product on the market.
2.To beat the competition in $/whp
3.To deliver the most reliable kit

I can say this we will not be the cheapest kit on the market but when it comes to $/whp you wont be able to beat the value.

As of right now we will be doing a back to back comparison to the Stillen kit with a 10PSI upgrade (it made ~420whp and ~360ftlbs) on a 7AT. Our current Bench mark is set at 450whp with a stretch goal of 500whp.

Stay tuned for new updates and renders next week.

This makes me very very happy

So excited i cant sleep...haha...its like waiting for Christmas morning as a kid, zdays as a grown kid and your first awkward sexual experience all wrapped up into one octane fueled Z driven extravaganza! I can't wait to see what kind of numbers this thing makes but more than that i want to see that power band catapult me into the low 10's and maybe just maybe take the quarter mile blue ribbon!

This is going to be one sicko ride and journey. Stoked for ya! You chose a good username to follow suite. :happydance:

Cant wait to see how this turns out.

Somebody has some deep pockets! :yum:
Major monies spent in that project! :eek:

I don't want to know the final cost on this one

Haha me either...im trying not to think about it honestly. In this thread there's been mention of hp per $ but im thinking in terms of fun per $

Is there anyway I can do all that...without any money! LOL

You figure that one out and u let me know!

There was this...I wonder what happened to it.

http://i14.photobucket.com/albums/a3...a350Z/1608.jpg

That was a japanese company if I recall and a similar size to the old stillen kit which we all know didnt make much for power.

No. No it didnt. Thats why i force fed it with a turbo..lol. But ok, just never seen that picture before.

Not that I have deep pockets; but as this is my 4wheel (Harley-Davidson),,,when it's time to pull the trigger; Quality & Durability will take precedence over price...that being said, weather it be SC'd or TT'd .... decision will be made at that time.
I like this kit because of the use of pre-existed bolt on's....but it's gotta Perform!!!

I think the company name was ORC

Yes that was e85. The car picked up roughly 100rwhp switching to E85.

One thing to keep in mind about the "boost profile" of a supercharger, which I am sure you are well aware, is that its nothing like a turbo system. While the turbocharger is boost regulated, superchargers are speed controlled and speed is determined by the pulley ratio and engine RPM.

A *flawed* but easier way to look at it, is that superchargers operate at a set airflow vs RPM rather than "target boost". Again, as you already know, the boost generated between the supercharger and intake valves is merely a byproduct of the engines restriction. No matter what the engine thinks of it, that airflow is coming in. When the engine cannot digest it quickly enough, the airflow begins to back up and pressurize. When you reach the point where the increased pressure differential across the intake ports and cylinders becomes high enough to force the engine to digest the air as quickly as the supercharger feeds it into the manifold, this is your boost level. The boost level is how much pressure it took for the engine to reach an airflow equilibrium with the supercharger.

I know that nobody asked for an introduction to boost course, but I am just revisiting this stuff to setup for my point. Where I am going with this, is that the boost curve of a supercharger can be more difficult to predict, particularly on an engine with dynamic valve control systems, until you have a running example to extrapolate from.

There is plenty of room for the boost curve to end up being different on the VQ. It is difficult to know how much of the gradually increasing boost profile in my Coyote is a result of the blowers natural output profile versus a product of the variable valve control system dynamically changing the engines volumetric efficiency. Looking up dyno graphs displaying the boost curve from engines using the same blower, but without variable valve control, will give better insight to the natural output of the blower itself by removing a variable. The supercharger might actually be generating the airflow you desire at those low RPMs, it just might not be measurable as boost... which is often a largely superficial number.

I guess I could have just said that to begin with and spared everyone the essay.

Correct that is what I meant. For however accurate this estimate is, torque would follow it just the same since torque and horsepower are directly linked. Horsepower is a product of torque and RPM is its magnitude. A change in HP and Torque, at a specific RPM, will correlate as a percentage.

Rotating Horsepower Calculators - Horsepower, Torque, Speed

Check out this link for an easy place to determine what the torque would be at various HP vs RPM points.

Just so you guys don't forget about us here on the Left coast...
Any timeline on CARB?