Innovate/Spritex/Bullet... What I found searching the web.

[mines13]

Originally Posted by swift996

I'm anxious to see what tuners will have at the tuner kit and customize an offering/tune.

From my data gathering it looks like the base pulley is 80mm but they're already selling a kit in Australia with the 75mm pulley (guessing the intercooled kit with injectors).

80mm = 0.6 bar or 8.7 psi
75mm = 0.7 bar or 10.15 psi

I'm guessing the non-intercooled version might come with a 90mm pulley? I'm guessing that would equal out to be 0.4 bar or 5.8 psi. Just my speculation based on what I saw.

The base kit will use a 75mm pulley at release. It makes less boost pressure then 8.7psi on the 75mm pulley, and also makes more boost sooner then the 80mm pulley did.

[nonicname]

can someone explain to me why SC are making less power with the same boost than turbos?
I guess it's because the SC takes energy from the engine to create more energy?

[King Tut]

That is one reason. The Innovate is also not cooling the air charge once it is compressed which generates heat at this point.

[FAER]

road racing and the cool sound is the only reason i can see going SC i'd rather stick to turbo.... who wants to be stuck at sub 300whp for ever...

[swift996]

Originally Posted by King Tut

That is one reason. The Innovate is also not cooling the air charge once it is compressed which generates heat at this point.

I was under the impression that the compression takes place in the blower (via moving down the screws) then pushes the air through the intercooler (or charge cooler). Then the air is forced into the intake manifold runners after exiting the heat exchanger coils:


Am I wrong?

[King Tut]

The Stage 1 doesn't have an intercooler was my point.

[EZWood]

Originally Posted by FAER

road racing and the cool sound is the only reason i can see going SC i'd rather stick to turbo.... who wants to be stuck at sub 300whp for ever...

How much hp do you really need?

[mtimney]

[QUOTE=swift996;999854]Sorry my photobucket is over bandwidth capacity so I used some other site that shrunk my image. I'll update it later but I made a quick mock up with the U.S. dyno Jet conversion.

Are you using your Unichip for the tune? If so, who did the setup for you?
Mark

[mines13]

Originally Posted by nonicname

can someone explain to me why SC are making less power with the same boost than turbos?
I guess it's because the SC takes energy from the engine to create more energy?

Yes, a supercharger will have inherently greater parasitic losses then a turbocharger. Positive displacement superchargers would again still have greater parasitic loses then a centrifugal supercharger. That said, compressor outlet temps would typically be the lowest out of a twin screw PD configuration for a few reasons, with turbochargers having the highest exducer temps. There is no physical contact between the screws, and the screw speeds are about 1/3rd of what they would be in a centrifugal or turbocharger's compressor. It has been mentioned previously, but another major advantage is due to the nature of how a twin screw moves/compresses air, it builds boost virtually instantly making your engine feel like it has more displacement. Positive displacement superchargers are not load dependent like a turbocharger or completely RPM dependent like a centrifugal.

All of that said, turbocharging, centrifugal and twin screw froms of mechanical forced induction are all viable options. There are several excellent kits on the market to chose from; it most important to remember then the best system is the one that will accomplish your specific goals.

[Draco-REX]

Originally Posted by FAER

road racing and the cool sound is the only reason i can see going SC i'd rather stick to turbo.... who wants to be stuck at sub 300whp for ever...

I don't like to tip-toe through corners. I'd rather dive in, grab them by the throat, then yank them around like an Olympian hammer-thrower tossing out last week's garbage. Steady, predictable, and responsive torque is the right tool for the job.

[swift996]

[quote=mtimney;1000332]

Originally Posted by swift996

Sorry my photobucket is over bandwidth capacity so I used some other site that shrunk my image. I'll update it later but I made a quick mock up with the U.S. dyno Jet conversion.

Are you using your Unichip for the tune? If so, who did the setup for you?
Mark

I don't have the supercharger yet, I just converted the scale of the dyno that was done some time back by Mercury down on Australia.

[swift996]

I remember the Australian guy from Bullet at the SEMA show mentioned with a built motor tuners could opt for a larger supercharger. The S5 – 335 seems to have the same dimensions with a larger displacement. I was wondering if the kit is developed with the modularity to swap for a larger blower if so desired?
http://www.sprintex.com.au/sprintex/...chureSpecs.pdf

[FAER]

[QUOTE=mines13;1000424]Yes, a supercharger will have inherently greater parasitic losses then a turbocharger. Positive displacement superchargers would again still have greater parasitic loses then a centrifugal supercharger. That said, compressor outlet temps would typically be the lowest out of a twin screw PD configuration for a few reasons, with turbochargers having the highest exducer temps. There is no physical contact between the screws, and the screw speeds are about 1/3rd of what they would be in a centrifugal or turbocharger's compressor. It has been mentioned previously, but another major advantage is due to the nature of how a twin screw moves/compresses air, it builds boost virtually instantly making your engine feel like it has more displacement. Positive displacement superchargers are not load dependent like a turbocharger or completely RPM dependent like a centrifugal.

All of that said, turbocharging, centrifugal and twin screw froms of mechanical forced induction are all viable options. There are several excellent kits on the market to chose from; it most important to remember then the best system is the one that will accomplish your specific goals.[/QUOTE]


^This!!!!!

[Subzero]

.02---

The 335 is an inch and a half longer. I do have to wonder if the stock throttle body will become a restriction when trying to chase 500hp. With the turbos, you are forcing air through it. With a draw-through blower, it acts more like a throttlebody. You would have 500hp worth of air trying to be inhaled through it instead of shoved through it.

To touch on Mines13's good point---my Goal is 15psi or simply one atmosphere of pressure. With 7.5psi, you are adding 1/2 the displacement worth of air (The "box 6 feeling" that has been associated with the Sprintex.) With 14psi, you are doubling the airflow of the existing engine. That would feel like a "Boxer 8", basically. 21psi would be a "Boxer 10". 29psi would be a "Boxer 12".

Goals are important. The versatility among the boosted options are a healthy thing. These are like different masks or characters for the same car .

A "hit" of power or "yank" (torque)---Roots, twin screw, n/a--good for autocross or tight road course, drift (IMO...).
A "rush" of power, or "horsepower"---Turbo, centrifugal, nitrous---good for drag, standing mile, fast road course.

14psi making 400hp or thereabouts would tickle my fancy. I don't know if the valve springs could do it, though. These are supposedly weaker than the WRX. Anyone know for sure?