Sprintex Upgrade - announced on facebook - coming soon

[alexisfire02]

Originally Posted by 350matt

Did they have a build 'spec' to reach that number? as I'm with the unicorn, seems a bit of a strectch to just bolt on the blower to a low compression engine and expect 440Bhp at the crank

440bhp at the crank isn't going to be unreasonable at all. It will be around that at the wheels.

[alexisfire02]

Originally Posted by tech4pdx

That looks like a promo pic for the FA20club CAI for the Innovate kits that was floating around here a short time ago.

Probably

[xxscaxx]

Originally Posted by alexisfire02

Probably

Anything relevant you can share?

[xjohnx]

Originally Posted by alexisfire02

You're 2 months late to be the first in the States with it.

then again, the post you quoted is almost 2 months old.

[DeliciousTuning]

Originally Posted by ft_sjo

Sprintex seem reasonable. I doubt they'd market it as such.

To anyone who has doubts.. to properly utilise this larger supercharger.. you'd need..

An engine rebuild with..
.. lower compression pistons
.. steel rods
.. upgraded head gaskets
.. uprated valve train

Transmission upgrades..
.. clutch with sufficient clamp/torque rating
.. upgraded transmission?

Fuel system upgrades..
.. higher flowing fuel injectors
.. higher flowing system pump/system
.. fuel tank modifications to support the above
.. possibly change fuel system completely to a return type system

Induction upgrades..
.. air filter/intake
.. exhaust manifold/system

Electronic upgrades..
.. sensors..
.. possibly an aftermarket ecu, polishing a turd (oe ecu) is a pita


Very high level.. $10k+.. maybe even $20k..

Well a lot depends on the strength of the bottom end and there is no need to lower the compression. Why would you want to give up free power. The only reason people would lower compression (decades ago) is because they did not have good control of knock detection. In this day and age we do and there is no need to drop the compression.

Lowering the compression will cause the timing values to be higher and in turn you will run out of room to make power on these kits. Do not bother... High compression is the way to go. Porsche Turbo's are running 12:1 compression, yeah it is a Porsche but in all reality what is really different, both direct injection, both with great knock detection systems.

Stick with the stock compression, tune it well which is completely doable with EcuTeK, just got to know what you are doing. It is a lot cheaper then purchasing an aftermarket system also.

The only think I would think one would need are as follows on 91-93 octane:

Probably need:
- Clutch Organic (so it still slips a little and extends the life of the tranny)
- A nice Air Filter System for this kit (coming soon...)
- Full Exhaust and Headers (which most people have)
- Fuel Pump (which most people have)

Maybe need:
- Slightly larger injectors (500cc)
- MAP Sensor for Speed Density if MAF is maxed out

That in all reality should be it. I do not see a need for anything else unless the bottom end just can not handle the power or axels start breaking. But I will not know until I get there.

I just purchased a BRZ for development purposes so we shall see.

Cheers,
William Knose

[Subzero]

Bill, are you up and running with the 335 yet?

[sw20kosh]

Originally Posted by DeliciousTuning

Well a lot depends on the strength of the bottom end and there is no need to lower the compression. Why would you want to give up free power. The only reason people would lower compression (decades ago) is because they did not have good control of knock detection. In this day and age we do and there is no need to drop the compression.


Cheers,
William Knose

Is it not true that the high CR limits the amount of boosted power on pump gas due to a knock ceiling? Lowering the CR will allow these limits to be "relaxed" where you can raise the ceiling, run more boost and make more power.

[DeliciousTuning]

Originally Posted by sw20kosh

Is it not true that the high CR limits the amount of boosted power on pump gas due to a knock ceiling? Lowering the CR will allow these limits to be "relaxed" where you can raise the ceiling, run more boost and make more power.

How is the knock ceiling determined? Within the ECU we can see a lot and determine from there knock thresholds set by the ECU on the engine. A lot of that comes from other factors. Some examples...

1. Piston design for optimal combustion
2. Charge temps
3. Cam timing
4. Direct injection, wonderful stuff
3. It goes on and on...

So with that in mind, as long as have a good understanding of engine design and what to expect from an engine you can do one of the following for stock compression or higher compression. I have to say I learned a lot from my Crawford Performance days with all the crazy builds we did.

1. Remove timing and run the same amount of boost, though charge temps will be high, so need to be more cautious with timing.

2. Remove boost (less than a lower compression system would run) but you can run more timing with the lower charger temps across the board.

It all comes down to air flow in and out of the engine, along with an optimal combustion. All that and you can run higher compression, less timing and more boost on 91 octane.

I have even tuned a built STI with a Crawford 2.8 liter engine with 10:1 compression, a twin scroll GT37R turbo kit all on 91 octane (no meth B.S.) and we are hitting about 500whp on a dynojet all day long at 27 PSI.

So it is possible, just need to know the secret sauce which is basically mayo, ketchup and one small ghost chili.

Cheers,
William Knose

[xjohnx]

Originally Posted by DeliciousTuning

I just purchased a BRZ for development purposes so we shall see.

Cheers,
William Knose

oh hell yes, congrats! something tells me our tunes are only going to get better! are you going innovate with it?

[DeliciousTuning]

Originally Posted by xjohnx

oh hell yes, congrats! something tells me our tunes are only going to get better! are you going innovate with it?

We shall see. But more than likely. Next obstacle is to see if it is possible to break 300whp with the Innovate kit on a completely stock header and exhaust using a custom Delicious Tuning FlexFuel Kit and a nice intake. Now that would be a nice legal setup wouldn't it.

[xjohnx]

Originally Posted by DeliciousTuning

We shall see. But more than likely. Next obstacle is to see if it is possible to break 300whp with the Innovate kit on a completely stock header and exhaust using a custom Delicious Tuning FlexFuel Kit and a nice intake. Now that would be a nice legal setup wouldn't it.

If only you knew someone with a nice, completely stock BRZ!

I put my stock axle-back on every once in a while and even with headers and the nameless overpipe/downpipe/hfc it's still pretty quiet, especially on E85.

[DeliciousTuning]

Originally Posted by Subzero

Bill, are you up and running with the 335 yet?

We shall see what 2014 brings.

[alexisfire02]

Originally Posted by DeliciousTuning

We shall see what 2014 brings.

I'm very curious what 2014 brings... As this kit blew my engine to pieces on 93 octane

[TemeCal]

Originally Posted by alexisfire02

I'm very curious what 2014 brings... As this kit blew my engine to pieces on 93 octane

More details please??? Bad tune?? Bill seems to have his tunes down, and running safe.