HKS GT Supercharger
 

SEMA is right around the corner. As usual, the late nights have already begun for tuners to meet their deadlines. HKS, being one of our biggest project sponsors, sent over their GT Supercharger Kit. Here are a few photos for a sneak peak. Stay tuned as our project starts coming together!
http://www.evasivemotorsports.com/Bl...charger_02.jpg
http://www.evasivemotorsports.com/Bl...charger_01.jpg
http://www.evasivemotorsports.com/Bl...charger_03.jpg

Full review coming soon!

you guys are my hero's!!

So tiny

Wish i could write HKS and ask them to make a turbo kit made for a T-78-88.... So full of win.....

cant wait to see it in person.

Love HKS and I want a supercharger! Price???

The air intake seems very undersized ...........

Wow, not much room to gring the pipe back to the throttlebody!

It will eventually look like this.

http://ft86speedfactory.com/images/12001at006.JPG

That's alot going on in that one spot.... what was the power output with this again? 300?

subscribed!

I feel like it was possible to make a less cluttered design, but I'm interested to see the power levels. Will you be tuning with HKS's system, or with ECUTEK?

HKS' FT-86 is putting out close to 400hp with a built motor. We'll be working on the car still after SEMA to prepare for next year's race event and aiming for the same power if not more.

couldnt u have the turbo lower in the engine while still using the belts for power. clearing up the intake piping from the intercooler as well as shorten piping from turbo into the IC? like under the alternator?

It does look a bit of a hot mess in there... I just hope it works well.. I want 250-275 WHP... I dont want to have to upgrade all the internals too... I still want to be able to drive this thing around.

Few correction. HKS D1 86 has 580ps & this ver will prob get around 250ps (from their test run) w stock internal

HKS is one of the greatest JDM tuning companies there is, but to see this setup and the placement of the AFM .......... Not the best for tuning at all

Hey, unrelated to the thread but I really like what you did with the front of that brz. Did you take off the blasic that covers the top of the grill and thats what it looks like? And what vents are those?

LOL Thanks, but it's actually photoshopped ;)

I ask WoW to make MY style BRZ and this photo is what he made for me. Here's the bigger photo

http://farm8.staticflickr.com/7245/7...53ef7e43_b.jpg

Subbed for more details

Wow... HKS should definately redo this... Only because they say 400 on a built motor?? I love HKS, but damn... Does anyone know what they mean by "built"....??

I have an issue with the MAF placement as well. I notice many companies are doing this too, but placing the MAF before a supercharger/turbo will give incorrect readings for air temp and therefore give incorrect air density readings. This is even more important on any setup that uses a BOV. MAF needs to be placed after a BOV. Otherwise your engine thinks its getting a lot more air than it really is.

The BOV is recirculated, and it looks like there is an intake temp sensor on the IC pipe (shown in some of the pics).

I can't find a temp sensor and I dont see one on their parts list. I guess the question is, what type of maf is this. Is it a hot-wire, karman vortex, a membrane, or laminar flow sensor?

I am thinking its a hot-wire. But I could be wrong.

Really depends on how much the ECU uses the IAT for correction. For instance, pretty much all turbo Subaru engines have the IAT built into the MAF which is always before the turbo and it's used mainly to correct for the ambient air temperature, not the temp post intercooler. They are not speed density ECUs by default, they are airflow based. Some of the JDM models which ran off speed density for rally have an additional IAT in the intake manifold.

Usually the MAF is placed before the BOV, otherwise you are counting the same amount of air twice, again Subarus use recirculating BOVs on all of their turbo models and they are plumbed back in after the MAF.

I know in stock applications a maf is normally before a turbo. But this car doesn't have a turbo stock, so those considerations were never needed. More info on the type of maf will be needed to determine its placement

Have there been any number released for this kit yet? Price?

Wowowowowow! Subscribed!

Watching... for MAF placement answer? lol!

As proven by the turbo guys - no need for a "built" motor at 400hp, maybe for 550hp but no way at that low power level lol

That looks freaking awesome!

Dialed in at 225.5 whp and 182lb-ft after tuning, currently equipped with HKS GT Supercharger on the motor with factory internals. The original baseline on this car was 153.9 whp and 128lb-ft completely stock.
http://www.youtube.com/watch?v=k0rAF...ature=youtu.be

Those are good numbers from a mustang dyno. Any charts to post?

Will have some soon after HKS is fully done with the R&D for the US cars.

-Randy

Kit should be out in spring!

Great Read from http://www.garagefrs.com/

http://www.garagefrs.com/wp-content/...o-1024x675.jpg
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http://www.garagefrs.com/wp-content/...o-1024x675.jpg
http://www.garagefrs.com/wp-content/...g-1024x675.jpg
http://www.garagefrs.com/wp-content/...o-1024x675.jpg
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HKS GT Supercharger: Part 2

Keisuke Morita Tunes Our FR-S On The Dyno At Evasive, Coaxes A Nearly 30-percent Jump In Peak Power

By Bob Hernandez

December 17, 2012

We left off from Part 1 of this story having installed HKS’s GT Supercharger kit in Garage-FR-S’s project car. The intercooled system shoves a few psi of boost pressure into the intake but necessitates a proper tune before it can be used to its fullest potential, primarily to tweak the included F-CON iS piggyback fuel and ignition timing controller.

We went back to Evasive Motorsports to use its Mustang dynamometer, the same dyno we’ve been testing on throughout this upgrade odyssey. Keisuke Morita from HKS manned the laptop, seeking out the best parameters to milk the most out of the blown 4U-GSE boxer motor while keeping it drivable.

After a couple hours Morita-san did just that, in the process making gains – some robust – throughout the rev range.

The biggest jump in horsepower happened between 5,400rpm and 6,250, where it peaked at 201hp, a gain of about 50 over stock. The largest peak gain was at 5,940rpm, where the FR-S picked up some 55 horses.

Torque showed similar improvements, the system surprisingly eliminating the dip we saw early in the power band in nearly every dyno session up to now. A fat bump is situated between 5,100rpm and 6,360, maxing out with 176 lb.-ft. at 5,520, a gain of roughly 50 lb.-ft.

In terms of percentages, the kit makes in the ballpark of 28 percent more power. While some may frown at the peak numbers of 201hp and 176 lb.-ft. of torque, things should be kept in perspective.

For starters, HKS wants to make sure everyone understands the kit is still in development, with ours one of only a few in use. Further tuning and even pulleys that provide still more boost are on the horizon.

Secondly, the blower is irrefutably making the FR-S more powerful, and therefore improving its critical power-to-weight ratio. The manual transmissioned RWD Scion weighs 2,758 lbs., making its stock p-to-w around 17.7lbs. per horsepower (lbs./hp). The power made by the supercharger lowers that figure to 13.7lbs./hp, giving our FR-S a power to weight similar to that of the much respected Mazda RX-8, among other sports cars.

British Racing Green on a Japanese car. No.

All jokes aside, the build looks good. :thumbsup:

What was the boost pressure achieved for this dyno test/result?

Judging by that torque curve, the restrictor is really holding it back in the top end with that plummeting curve. It drops ~50 ft lbs from peak to readline... not very appetizing.

The flip side is it is generating a bit more torque in the mid rpm range vs. Vortech's non restricted kit. (You have to account for the variances in dyno readings. Ie in perrin's dyno his bone stock torque curve is reading ~20 more Tq than in this dyno. Best to look at the delta between stock and SC along the RPM band.)