Full throttle Electric Supercharger Build Thread

[Gary in NJ]

Originally Posted by forzajuve

Right I understand that power wont be gained when it is off, but it basically replaces the inlet tube. So when it is off is it still inhaling air into the throttle body but doesn't provide boost/power?

The first time you drive with the system Armed (turned on) you will quickly realize that you'll never drive the car with the system disabled again.

Now with that said, when the system is Armed but not engaged or if the system is left off (disabled), the turbine in the compressor does free-wheel, so it is not a blockage in the air intake. Under high load (Armed, but not engaged) the free spinning compressor wheel can not keep up with air demand, so the ESC controller will pulse the ESC so the compressor blades are not a restriction in the air intake. If the system is disabled and the vehicle is under heavy load, the free-wheeling compressor blade will be a restriction in the intake. Once again, this would not be a "normal" condition as Armed becomes the normal condition.

[Sojhinn]

Originally Posted by Gary in NJ

The first time you drive with the system Armed (turned on) you will quickly realize that you'll never drive the car with the system disabled again.

Now with that said, when the system is Armed but not engaged or if the system is left off (disabled), the turbine in the compressor does free-wheel, so it is not a blockage in the air intake. Under high load (Armed, but not engaged) the free spinning compressor wheel can not keep up with air demand, so the ESC controller will pulse the ESC so the compressor blades are not a restriction in the air intake. If the system is disabled and the vehicle is under heavy load, the free-wheeling compressor blade will be a restriction in the intake. Once again, this would not be a "normal" condition as Armed becomes the normal condition.

Sure explain it all technically and make me seem like an idiot. If the smiley face didn't make it obvious I was joking around.

[SKELLINGTON]

Is anybody else impatiently waiting on the new dynos and whatnot?

[fenton]

Update

Yesterday was definitely a fact finding kind of day. We did get the car on the dyno and we did get better numbers but we didnt have enough time to really figure out or fine tune the TQ300(4.5kw). This unit has more boost down low and that was causing havoc for the MAF sensor.... when the MAF sensor is getting hell you end up having a hard time nailing down AFR's.

At the end of the day we ended up with 10.x AFR in the dip and 12.5 AFR on the top end and that was the best we could do with the limited time we had. I would be interested to know what Bob @Drift-Office did to get the AFR's more stable in the high load area(<3k). Although we did beat our record torque number we could have done so much better if we had better AFR's. Toma was also getting very frustrated because some of the changes he made didnt take affect like he would have expected or the changes would happen a couple runs later. All in all it was a very weird experience with BRZedit yesterday. You will also see our last runs with the old compressor and old boost curve in the third post. It is worth mentioning that when we got to Toma's dyno we were at about 200whp with the 4.5kw compressor before tuning.

On to the results ~207hp(6800rpm) and 190tq(4200rpm)
Largest gain was at 4250rpm with a 70% gain.
ref. fig1

Stock = 91hp / 112tq
TQ300 = 155hp / 190tq




BOOST COMPARISON - 3.5kw vs 4.5kw charger. 4.5kw charger needs more tuning and less restriction in the exhaust to really shine!



What we need is more time to get the most out of the obvious extra boost we are making. Its also worth noting that we are seeing the limits of the stock exhaust over 7000rpm. Both @Thatruth2001 and @Bu-Tang are able to hold their peak power alot better than i am with stock everything.





ref. fig3
Next lets talk about DR. My car has the most aggressive version of DR. DR's intention is to look for a loss in power due to high vacuum and equalize that with a pulse of the compressor. The fact of the matter is DR is not used in the way we used it today, you would never go with DR only all the way to redline. DR give you a nice shot of boost to get you going down low.

With that said here are the DR results with both stock and charger disabled on the same graph. Its plain to see from the graph that it does work, and works well especially at the top end. Yes there is some oscillation however Rob is now working on turning up the frequency/sample rate. Driving in the car you cant even feel these humps of power it just feels like you have more power. My main point is to make it clear to everyone that this doesn't feel like you are in the 80's headbanging your way to school to rock music.

[fenton]

fig1:



fig2:



fig3:


Sent from my HTC One using Tapatalk

[CBR600RR]

@fenton

It is hard to tell from your post which graph you are talking about.

could you number the maps and number your comments please?

[Sojhinn]

Originally Posted by fenton

Update

Yesterday was definitely a fact finding kind of day. We did get the car on the dyno and we did get better numbers but we didnt have enough time to really figure out or fine tune the TQ300(4.5kw). This unit has more boost down low and that was causing havoc for the MAF sensor.... when the MAF sensor is getting hell you end up having a hard time nailing down AFR's.

What did Rob say about the whole situation?

[fenton]

Originally Posted by CBR600RR

@fenton

It is hard to tell from your post which graph you are talking about.

could you number the maps and number your comments please?

Sorry i wrote the post on my computer and loaded from the phone. I have updated both posts.

Moral of the story is.... if you want the 4.5kw unit you really need exhaust to help it breath

[Sojhinn]

Originally Posted by fenton

Sorry i wrote the post on my computer and loaded from the phone. I have updated both posts.

Moral of the story is.... if you want the 4.5kw unit you really need exhaust to help it breath

I wonder if its the overpipe or the cat. Seems to me that the overpipe is whats constricting flow. Would be nice to test that.

[fenton]

Originally Posted by Sojhinn

What did Rob say about the whole situation?

Well toma did't think it was a false reading because of swirling air, the MAF values were very constant, they were also just very high.

The stock car is very efficient at 2500 to 3300 rpm before the torque dip, once you add boost there you end up with very high load and very high MAF values which makes tuning quite hard.

Toma needs a good couple days to really nail down whats going on and how to best tune it. It goes against everything that you normally see. High efficiency to low efficiency to high again.

[Thatruth2001]

Originally Posted by fenton

Sorry i wrote the post on my computer and loaded from the phone. I have updated both posts.

Moral of the story is.... if you want the 4.5kw unit you really need exhaust to help it breath

This is one of the specific reasons (future development) I decided to start the process of upgrading to a full 3" exhaust system.

Do you think the stock system is starting to become a restriction? Also is this a system that is best suited for people who have completes exhaust upgrades?

[SloS14]

So, what's the deal with variable boost? It would be awesome if this thing had it's own MAP sensor and was able to take a signal (or voltage) to try and reach/maintain a target pressure.

That way, someone could come along with necessary ECU code to send that info along to the ESC controller.

Nobody needs 10psi at 800rpm

[Sojhinn]

Originally Posted by Thatruth2001

This is one of the specific reasons (future development) I decided to start the process of upgrading to a full 3" exhaust system.

Do you think the stock system is starting to become a restriction? Also is this a system that is best suited for people who have completes exhaust upgrades?

What mods do you have on your exhaust thatruth?

[fenton]

Originally Posted by SloS14

So, what's the deal with variable boost? It would be awesome if this thing had it's own MAP sensor and was able to take a signal (or voltage) to try and reach/maintain a target pressure.

That way, someone could come along with necessary ECU code to send that info along to the ESC controller.

Nobody needs 10psi at 800rpm

Thats just a function of how it works. It turns on 100 percent to match and then shuts off.

There is no way to do it variably.

Rob is looking to increase the sample rate and frequency.