Full throttle Electric Supercharger Build Thread

[fenton]

Originally Posted by Robftss

Here is what we know:
CEL triggered up to ~4000-4500 rpm for SL guys.
CEL triggered even when 2 psi was bleed pre MAP sensor..so it saw ~ 2 psi above atmos.
Above ~4000 rpm and 3-3 1/2 psi...no CEL.

From this, and possibly a time component of high pressure seen, it looks like anything a little above ambient P, and below ~4000 rpm will trigger a CEL.

So...
A) Tune
B) Window switch for full activation (3500 to 4500 rpm?) and DR below that RPM.

Rob.

I beleive it is time dependent because if i went WOT in 1st or 2nd it would rarely trip.

It seems every time i got on it in 3rd or 4th for more than 3 or 4 seconds the CEL would trip.

[fenton]

Originally Posted by Gary in NJ

I don't see the need for DR. You're either in the rpm range where it would have little effect (cruise throttle position at 2000-4000 rpm) or accelerating with enough throttle that you'd just engage the ESC anyway.

I find myself now conditioned to run 0-40% throttle or WOT. There's just little point in running 50 to 70% because the ESC is engaged with around 70-80% throttle.

Gary when you get time you should log with Ecutek and see what MAF g/s you are getting between 6500 and 7500, that is usually a pretty good indication of what HP you are making.

[bfrank1972]

Originally Posted by Gary in NJ

People spend that on exhaust systems for that exact result. And a full exhaust system and a tune just barely fill in the torque dip (some just shift it) while the ESC makes it into a mountain. Once experienced, you'd never want to water it down.

Yeah, problem is, nobody is experiencing it except for 'testers'. Good quantitative data seen earlier has lately been replaced by "it's incredible, you guys don't know what you're missing, see ya later". While subjective feedback is certainly appreciated, I think many of us are looking for a bit more now. I've been following this thread for some time now, and have read it through a couple of times. I feel like the time has come to ask: What issues are we trying to resolve at this point, and do we have a projected time frame for release? Just an estimate would be great (December? Spring 2014? Summer 2014?)

[Gary in NJ]

Originally Posted by fenton

Gary when you get time you should log with Ecutek and see what MAF g/s you are getting between 6500 and 7500, that is usually a pretty good indication of what HP you are making.

MAF is 1.25 bar. I'll have to ask Mike about the g's.

[fenton]

Originally Posted by Gary in NJ

MAF is 1.25 bar. I'll have to ask Mike about the g's.

Holy, what is your atmospheric pressure?

[Robftss]

Originally Posted by bfrank1972

Yeah, problem is, nobody is experiencing it except for 'testers'. Good quantitative data seen earlier has lately been replaced by "it's incredible, you guys don't know what you're missing, see ya later". While subjective feedback is certainly appreciated, I think many of us are looking for a bit more now. I've been following this thread for some time now, and have read it through a couple of times. I feel like the time has come to ask: What issues are we trying to resolve at this point, and do we have a projected time frame for release? Just an estimate would be great (December? Spring 2014? Summer 2014?)

Issues related to longevity, so far so good, other than a few integration items.
Fenton has ~ 3 months. Km?
My tester vehicle for the large compressor ~ 9 months.
Not just the FTS system but the effects on the car long term..ie Alternator, transmission, ECU learning etc.

I have two more testers that emailed me very early on, we will review a possible launch date. Sorry I cannot be clearer, but unlike other FI set ups which have 50 years of systems data, this is fresh stuff

Rob

[fenton]

Originally Posted by Robftss

Fenton has ~ 3 months. Km?

Rob

3 months and almost 10,000km

[mid_life_crisis]

Originally Posted by fenton

What kind of power are you looking for? 10hp across the board? This is alot of work for only ten hp. I dont think you would be happy with that and the rest of the time the SC would just make you lose power over stock.

Just as pretty much everyone else, I want to fill in that torque dip more than anything else. My car isn't really broken in yet so I haven't done much high rpm driving, but what I have done tells me that up above the torque dip there is actually plenty of power, you just need to work at keeping the revs up.
What I was hoping for was enough torque in the dip to smooth the powerband out nicely. If the biggest bump is, what, 80 lbs of torque, I guess I was hoping for even half that in the dip, which might not be "oh my god you have to drive this!" but would still be "okay, that's a nice change, the car is certainly more driveable and more fun now." You know, still worth the money, especially considering how easy it is to do.

[Xero-Limit]

Originally Posted by fenton

Gary when you get time you should log with Ecutek and see what MAF g/s you are getting between 6500 and 7500, that is usually a pretty good indication of what HP you are making.

We're seeing a pretty similar 150 g/s that we see on a cold day on a regular car. About 140 in this weather on an otherwise stock car. Here's the catch though, which is twofold. One is that the resolution of the MAF is really bad past ~2v or 30 g/s. 130 vs 150 vs 180 is pretty much interpolation. The other thing is the vortex created by the compressor. The stock air tube has straighteners but you'd have to flow it in solidworks to see what it might actually be doing. Then you have to consider the delta t. If your temps are higher for the same airflow you're losing out.

Otherwise butt dyno indicates it to be up in the low end a good amount, but without the blower you can definitely feel a drag. If we could have some kind of an actual bypass (even as simple as a retrofitted exhaust cutout butterfly or a wastegate) you'd have much better off boost behavior.

Overall I was impressed at the charge levels and how quickly it regenerated. That tells me you have a lot more potential up top and if durability holds it may be commercially viable.

[Thatruth2001]

If anyone is interested in viewing datalogs on the ESC, please feel free to PM me. I am more than happy to share the information. Please note, these datalogs were prepared prior to the tune in early August.

[Gary in NJ]

Originally Posted by bfrank1972

Yeah, problem is, nobody is experiencing it except for 'testers'. Good quantitative data seen earlier has lately been replaced by "it's incredible, you guys don't know what you're missing, see ya later".

I'm sorry that I sparked this. I'm both lucky and fortunate to be one of the testers. I'm trying not to recreate known information or data. I'm trying to bring my experience of testing experimental equipment. I have built my own aircraft and spent many hours testing experimental fuel and ignition systems on that aircraft. I also have experience in managing test plans for aircraft electrical systems. So yes you may see some "gee, this car is fast" comments from me, but I hope to provide useful information about what it's like drive the car day in and day out.

I'm done breaking in the 24vdc batteries and now that I'm tuned I can focus on how the car (and the driver) is behaving with a part-time boost system. Like I mentioned above, I'm getting use to using the throttle in a new way. I'm taking notice of how I now use the throttle and I will find a way to articulate this. I've owned several turbo charged cars, in many respects this system is similar, but it is also unique attributes.

By expanding the group of beta testers, Rob is able to see how is each user installs and uses the system. It is important for him to develop this information with a small but increasing group because he doesn't want to sell 100 systems...be faced with questions...and answer "I don't know" or "I haven't seen that". For example, I just found out a few minutes ago that I have the Drag Reduction system on my kit...but was too dumb to know what it was or how to connect it. We both just learned something.

[Bu-Tang]

Also mind that the testers are scattered over North America, mainly to gauge all climates. This is very important for a system like this.

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[Thatruth2001]

Originally Posted by Bu-Tang

Also mind that the testers are scattered over North America, mainly to gauge all climates. This is very important for a system like this.

Sent from my SGH-I337M using Tapatalk 4

I am most interested in Pug's performance being in the hottest climate.

[Pug]

Originally Posted by Thatruth2001

I am most interested in Pug's performance being in the hottest climate.

I'm joining a Arizona86 dyno day in the next month; anything else you're looking for in particular? I can tell you I think I've sold the 3 people who drove my car weekend before last on the system, but that's just subjective. I can also say I've hit the 26.x volt thermal derating a couple of times when I was repeating 5-second boosts in 2nd for 2-3 minutes while the ambient was 115 F and the car's sensor showed 120+F, but that the derate cleared up in 20-30 seconds of driving normally. This is WITHOUT the controller's cooling fan (as of yet).

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