RJ MFG Supercharger kit Feeler...

bullitt5897

I wouldn't expect any stages and pricing for several weeks. RJ MFG is working with laminova directly about the intercooler core. the design there isn't finalized and that will affect some of the other parts. I can say they are looking into mezeire (sp?) 55gpm pump that has a 3000+ hour pump life! That's a huge leap up from the bosch pumps stillen uses. Also after reviewing the cooling capacity I believe they have decided to stay twin pass on the heat exchanger.

The current idea is to run a 4" crank pulley and a blower pulley ranging from 4"-2.5" for stage one. Now the stage 2 guys I think they are bumping the crank pulley up to a 5"-6" crank pulley. So far I believe they are trying to limit the drive ratio to 2.0. At least for those looking to rev to 8.5k-9k. If you stick to lower revs you can get more of a drive ratio (2.4 if your stock rev limit).

It's definitely going to be interesting to see what they come up with. But if I had to guess I would guess that the price per hp will be competitive. The stillen kit is about $19/whp averaging 420whp on 8psi. The GTM/gamma kit is more expensive at $22/whp averaging 410whp on 8psi. This is based on their retail pricing. So if RJ MFG are able to make 450-500whp on 8psi they would be competitive pricing wise with what they have stated thus far.

I am stoked!

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JJ's370z

500 wheel @8psi would be mega - Dont think thats out of the question with a 2.9L unit, hopefully torque will also be close to 500ft/lbs.

Stage 2's 600whp @12-13psi anyone?

Senna-F1

I think most are looking for flat or at least linear, increasing, torque. To make 500 hp and 500 hp, you will have peak torque before 5252 rpm with a sharp drop in torque after that. You only need 350 ft/lbs at 7500 rpm to make 500 hp.


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phunk

nice correlation of torque and horsepower.. rare to see an understanding of that. while this blower makes instant boost, it doesnt make instant full boost.. at least it doesnt tend to in the applications i am used to watching it work. on my coyote the boost somewhat ramps in, so the peak torque can occur some higher and stay flatter.

but i still dont think we will see this blower make both 500 HP and 500 torque from the same pulley, probably going to have to pick one or the other. 500 torque is too much for the stock engine for 90% of users IMHO anyway... reserve that much for the risk takers.

heres the whipple 2.9 in action on my coyote, which as a 11:1 v8 DOHC. not all that mechanically dissimilar to a VQ + 2 cylinders. Notice the boost curve. I bet if you take the numbers and multiply x 0.75, that is probably rather close to what you could expect to see in VQ performance with it.

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JJ's370z

Nice numbers Charles must be a hoot was that on e85? interesting to see how the boost comes in 7psi@2400 - 10psi@4200 - 12psi@5800 - 13.8@7500

Not what i was expecting thought it would be fully lit from down low.

So going by 0.75 multiplication that would work out to roughly 611whp @13.8psi is that what you meant?

And would torque roughly follow this rule?

If not what would you assume torque would be @500 and 600 wheel respectively?

phunk

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.

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B&W_Evader

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

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