Full throttle Electric Supercharger Build Thread

[Luckrider]

Originally Posted by 1086

Perhaps you should make a new specific 'release' thread ?

Agreed, it will let everyone know that this is a real thing with real gains and is ready to ship (well... is probably sold out, but is at least a commercial product now).

[dtek]

Originally Posted by Robftss

Guys/gals from the commonwealth of AUS, I will get to you

What's this mean? Referring to perhaps a group buy to Oz? I'm in!

[keen as]

Originally Posted by Robftss

Not by a long shot...this is version 1.0 (TQ250) with an upgrade path.

Guys/gals from the commonwealth of AUS, I will get to you

Hi from AUS.
I agree should make a new release thread.
Summarise main points. And include if RHD version has been released. It could also provide link to the build thread.

[Luckrider]

Now that @Robftss is an official vendor, he needs a slick profile pic and a snazzy tagline. I still like the idea of giving this tech a proper name and Phantomcharger just fits.

Note to self, get phatomcharger in the dictionary by the end of the year.

[jamesm]

so how long does it last with the best batteries available? what's the boost/recharge ratio look like in terms of time?

[Boxer486]

Apologies if I missed it, but is there a dyno comparing stock versus installed prior to actuating the trigger? I'd like to see how they compare when off boost with the charger installed.

[Luckrider]

Originally Posted by Boxer486

Apologies if I missed it, but is there a dyno comparing stock versus installed prior to actuating the trigger? I'd like to see how they compare when off boost with the charger installed.

I actually would really like to see this too, with lag reduction and without LR.

[1086]

Perhaps you could stomp on some claims that I have come across in my 'researching' adventures.
(not me below, but someone who responded to a question I asked).

"I also read where it was intended to activate at 70% WOT, but here's the deal:

The impeller is directly linked to the electrical motor, so if the motor isn't spinning, the impeller isn't spinning.

Furthermore, the impeller is identical in design to that of a conventional turbo or s/c, and thus the impeller blades are designed to not allow air to escape backwards through the housing (known as reversion to experts).

That being the case, air is only permitted to pass forward through the impeller section if it is SPINNING (or sucking in air, for a more lament's term), which it wouldn't be doing at < 70% WOT.

Thus, driving at <70% WOT, your engine is struggling to breathe through a tube that is seriously obstructed by the static impeller.

So the HP gain from the unit is only half-fold;
Part of the "gains" you're getting when it activates is freeing up HP lost when the impeller wasn't spinning."

Should this be a concern or is this not the case as pointed out above?

[Robftss]

Originally Posted by Luckrider

I actually would really like to see this too, with lag reduction and without LR.

Post #5

Stock intake, installed comp no DR, installed comp with DR. *These are @ WOT with WOT switch disabled, it is a situation that does not occur.

[Robftss]

Originally Posted by jamesm

so how long does it last with the best batteries available? what's the boost/recharge ratio look like in terms of time?

Post #1 has all this info.

~8:1 nominal recharge. An Auxillary second recharge unit is being used by a few tester. ~5:1.

[Luckrider]

Originally Posted by Robftss

Post #5

Stock intake, installed comp no DR, installed comp with DR. *These are @ WOT with WOT switch disabled, it is a situation that does not occur.

It may be a situation that does not occur, but it does quantify the theoretical loss in power.

[jpit]

1086, the control unit has a drag reduction feature that prevents this from happening. There is a vacuum tube from the control unit to the intake manifold that feeds info back to the control unit. So when you are not at WOT the control unit will spin the compressor to prevent air obstruction.

[fenton]

Originally Posted by 1086

Perhaps you could stomp on some claims that I have come across in my 'researching' adventures.
(not me below, but someone who responded to a question I asked).

"I also read where it was intended to activate at 70% WOT, but here's the deal:

The impeller is directly linked to the electrical motor, so if the motor isn't spinning, the impeller isn't spinning.

Furthermore, the impeller is identical in design to that of a conventional turbo or s/c, and thus the impeller blades are designed to not allow air to escape backwards through the housing (known as reversion to experts).

That being the case, air is only permitted to pass forward through the impeller section if it is SPINNING (or sucking in air, for a more lament's term), which it wouldn't be doing at < 70% WOT.

Thus, driving at <70% WOT, your engine is struggling to breathe through a tube that is seriously obstructed by the static impeller.

So the HP gain from the unit is only half-fold;
Part of the "gains" you're getting when it activates is freeing up HP lost when the impeller wasn't spinning."

Should this be a concern or is this not the case as pointed out above?

The motor free wheels when not engaged so isn't a restriction until you request full throttle and it can't flow enough air that the engine demands through the compressor free wheeling.

What Rob has brilliantly done is deploy a system he affectionately calls drag reduction. This system use a sensor to detect a pressure drop due to the restriction of the impeller and pulses the motor to maintain stock vacuum. This function helps you retain stock performance however in reality it slightly boosts performance because it pulses into positive boost before it slows down. We saw about 185hp on the top end as opposed to 168 stock without the charger on the positive boost pulse close to redline.

Good questions BTW.

Sent from my HTC One using Tapatalk

[Robftss]

Originally Posted by 1086

Perhaps you could stomp on some claims that I have come across in my 'researching' adventures.
(not me below, but someone who responded to a question I asked).

"I also read where it was intended to activate at 70% WOT, but here's the deal:

The impeller is directly linked to the electrical motor, so if the motor isn't spinning, the impeller isn't spinning.

Furthermore, the impeller is identical in design to that of a conventional turbo or s/c, and thus the impeller blades are designed to not allow air to escape backwards through the housing (known as reversion to experts).

That being the case, air is only permitted to pass forward through the impeller section if it is SPINNING (or sucking in air, for a more lament's term), which it wouldn't be doing at < 70% WOT.

Thus, driving at <70% WOT, your engine is struggling to breathe through a tube that is seriously obstructed by the static impeller.

So the HP gain from the unit is only half-fold;
Part of the "gains" you're getting when it activates is freeing up HP lost when the impeller wasn't spinning."

Should this be a concern or is this not the case as pointed out above?

This is an opinion, not fact.

Yes the comp in the intake track is a constriction...but only becomes a restriction once its flow is exceeded. And it is exponential.
The TQ250 easily flows ~50 hp worth of air without any significant pressure drop.
The DR system measures (actively), this delta P and IF there is a drop in pressure it is triggered to compensate. During cruise and light acceleration it never comes on, why? Because the throttle body is more constricting during these situations and trumps the comps constriction.

I didn't make this up... it is just fluid dynamics.