We are still testing with the Stage one supercharger that comes with C38-61 Trim. so i have no idea where the stage 3 came in the picture at this point .

Sam

Wow I have no life....I actually saw this post appear 10 secs ago.

GG 420 with stage 1?!?!~ OMGOMG let the speculations continue!!!!

ROFL in all serious, relax people...if they build it, we will cum. ;)

Also i do have new dyno numbers that i will be posting shortly, just need to do some cleaning on the afr's

Sam

Turbo's don't make pressure, they just blow air. The pressure that we see on our boost gage is a direct result of this blown air "building up" between the compressor outlet and the intake manifold. While different turbos have different flow capability and efficiencies, two identical engines with the same manifold pressure will have the same net flow rate into each cylinder regardless of the turbo that's being used.

When you hear about a smaller turbo falling on it's face, it typically means that it has reached or exceeded it's optimum efficiency, and you would see a decrease in the manifold pressure when this happens. A large turbo will make more power here simply because it can provide the necessary cfm to maintain the predetermined pressure level as set by the wastegate.

Keep in mind that high cfm almost always means turbo lag. Therefore the ideal setup would be the smallest turbo that would efficiently provide the necessary cfm for your target HP level. Any bigger would just increase lag with a marginal at best increase in peak power.

Hey sam, how are things going with the project?

Good Stuff.

wow....so we can still expect bigger numbers is what your trying to say right? lol

:driving:

Making a supercharger kit for this application is not easy. it is very complex car with very sophisticated engine and ecu.
Making a supercharger kit in General is much much harder and more complex then making a turbo system. and also making adjustment to anything in a supercharger system (especially in the initial stages of the project)is a lot more time consuming then a turbo system .

having said all that .the project has been a complete success so far, for a lot of reasons

-Supercharger belt is tracking very well
-No belt slippage issue what so ever
-No flex of any of the brackets and mounting hardware
-Excellent results for such a low boost
-Excellent torque curve
-the system has made close to 100 HP over stock on factory exhaust and cats @ only 5 psi ;)

So you tell me how's the project going :D

awesome

Wooooooooboooyyyyy Hold onnn hold on :happydance:

:tup:

That's is amazing...... 480+ with 440+ tq that's a perfect number right there!. I can't afford to build my engine right now anyway so i'll just buy the SC.

The 100 horse power @5 psi i posted above are BHP numbers and not RWHP

Sam

Thanks for the info, SAM. Looking forward to seeing the dynos numbers!

Sam -

I sent you a PM. Also, I might be interested in the turbo kit DVD option. 2010 Nismo edition now since I sold the GT-R. PM me. I will give you a ring tomorrow if you like.

- Jeremy

Where are we getting these numbers from? Isn't a base RWHP around 250-270 (depending on the dyno)? I don't see how the additional 100 makes 480. Maybe I missed something.

man just wait for the numbers and stop asking befor they are released. this is just clutering up this thread.

^^ I'm not asking for anything. My involvement in this thread has been very minimal. I won't be doing this sort of upgrade any time soon. However, I do read it often and find it interesting but I didn't see where the 480 WHP came from....especially if everything else is bone stock.

I am just saying that those numbers would be perfect for me. I am pretty sure the SC can reach those numbers with the stage 3 kit.

+100 hp woudl equal something like 370whp, or 420bhp, it would seem.

(bhp = brake horsepower measured at the flywheel like manufacturers)

Here is the latest dyno numbers after fixing the boost leak, we will be changing the Supercharger pulley next to get more boost out the system.

Sam

I'm liking that mid-range torque. Can't wait to see how it responds to a better exhaust system than the stock unit. Thanks for sharing, SAM.

This is the one of the advantages the Rotex supercharger, even it is a centrifugal blower it does steel maintain a good low end torque .

Sam

Assuming 8 psi is a safe boost level, long tubes and catback may produce more power than some people are figuring. At 5~psi on stock cats and exhaust those are nice gains. I would immagine a full exhaust would get close to 400 whp at 5~ psi. Looking foreward to more updates and results. Also, is it a recirc or open setup? My guess is recirc.

8 psi is a safe boost level even 9 is not a problem, we have been running our turbo system up to 10 and 11 psi without any issues. the system runs a recirc set up but it was open on this dyno run

Sam

Sam,

Is that a base model on the dyno? I am really interested in the SC kit as well, but didn't know if the stock open diff would or could handle it. I'd like to switch out the diff at some point after some solid choices come out that are verified fits.

Thanks,
Tony

i think i jus drooled a lil!!!! haha this is awesome update :D

9-11lbs plus a full 2.5 exhaust will hopefully put the Z around 450ish if not more with a pulley. If that's the case and it was that much low end torque I'd be inclined to say that a stage 1 SC> stage 1 TT.

The torque curve looks great.

344 @ 5psi in the charts.
400 @ 4.5psi in the video.

:confused:


If its flowing higher, that just means it doesnt need to spin as fast to produce the same boost. Just because a turbo is bigger, doesnt mean theres more air in 5psi than there would be with a small turbo. Less stress on the turbo yes, more psi in the psi, no.

So "obviously" that's not why. I think the numbers that were throw out there by Z eliminator are pure speculation. I dont think it made GTM look good either. Stage 3 @ 10psi only making low 400 when their actual stage 1 kit is already making 350 @ 5psi.

Wtf is going on here folks? I'm not hating here, but these things aren't making GTM look good for me. I know they are a good company, this isn't necessary or needed.

Very nice.

We all know downpipes/exhaust should give us at least 20whp so add that + the fact he is tuning for 91*...I think I could really hit my goal of 420 - 450 @8ish psi with 93* and water/meth system.

Sam, will you be tuning with 93* to work on custom maps for us guys in the eastcoast

Just guessing here but if you look at the baseline dyno and take the drivetrain loss of that times 400 you get exactly 344.

We're all getting tired of speculation lol, GTM its getting hard to stay patient, how about that press release to satisfy the mob already

400 to the flywheel is about 344 to the rear wheels.

I don't really know anyone who quotes flywheel HP except perhaps the manufacturer... It's rather misleading.

But yes you're right. Thanks for the "flowing" debunk. Assuming you don't have a closed throttle plate in one of the I/C tubes and you're pumping into the same engine, 5psi is 5psi is 5psi. It's putting the same number of oxygen molecules into the chamber.

With regards to sizing, a smaller SC or turbo has to work harder (spin faster) to make it, which would cause more parasitic losses, but the same amount of air is going past the intake valves into the combustion chamber. The whole "flowing more" is really misleading because the air isn't "flowing" any faster or harder.

Now that we see how much power the sc made at 5 lbs boost was a bit of a let down.
at 2 lbs boost it made 18.5 rwhp / 1 lb of boost/ When we look at the the SC at 5 lb's we see that its makeing 11.8 rwhp/ 1 lb of boost.
6 lbs = 70.8 rwhp = 355.8
7 lbs = 82.6 rwhp = 367.6
8 lbs = 94.4 rwhp = 379.5
9 lbs = 106.2 rwhp = 391.2
10 lb = 118 rwhp = 403.0

Now that standard rwhp. the SAE number will be lower. I now estimate tha on a my 7 AT. it will make 353 @ 8lb. and 368 @ 10 lbs. SAE. A 6 mt will make about 5% more than a 7 AT. To compare RWHP of my ported stillen M-62 on my 2003 350z 5 AT. it made 11.78 rwhp to 1 lb of boost. Base line 218 to 313 with the stillen SC on the 350.
When I added headers to the 350 it lost 10 hp. when i put the high flow cats on it lost 6 more hp.
The numbers on the GTM are lower than i first estimated to be But Sam is working on it and im sure that he will make it better. No matter what it makes i have bought it and Sam has assured me that it will run well. Once he has fine tuned the maps, there could be a lot more power.

No, it's NOT dude... 5 psi might be harder to imagine, so lets go to 20 psi. A GT25 at 20 psi is far less "efficient" then a GT35 at the same psi. Efficient means, that on the same engine the GT25 has too spin a lot faster then the GT35 to produce 20psi of pressure causing the compressed air produced by the GT25 to be much hotter compared to that of the GT35, which in turn means that there will NOT be the same number of oxygen molecules in that chamber!

^ a change in temperature might make a 20whp difference. No one is saying the supercharger is blowing hot air either. I am assuming charge temperatures are hotter with the sc, but not enough to justify that much variation in hp. Remember that there is an intercooler between the turbos and the engine as well as between the sc and the engine. That cooler should be able to bring the air temps down to similar levels.

5psi is not harder to imagine than 20psi. Its the same thing.

Are we to assume that this supercharger is blowing hot air by your logic? I certainly hope not. We know charge air temp makes a difference, but their tt kit made like 400 at 5psi. How is the sc making 400 at 10psi.

I think I'm going to ease up on asking any questions here until the official numbers are released, there is not enough real finished kit data, so we are all just making assumptions... and you know what happens when you assume.

Also, Z Eliminator, either you are really talking worst case scenario or the kit has a long way to go because 10psi on a high compression motor like ours should net more than 70hp.