HKS Supercharger owners thread

[Scott@HKSUSA]

Originally Posted by Scracho

@Scott@HKSUSA - How does this unit compare to the track proven, reliable Rotrex units and why should I consider this kit over another?

Straightforward and fair questions. I like it.

So how does a HKS GTII SC compare to a Rotrex? First I think everyone needs to understand that Rotrex pioneered this style of supercharger (compact planetary-driven centrifugal) back in the late 90’s and opened up a lot of platforms to supercharging. There’s nothing particularly “bad” about the design and like several other manufacturers in the industry at that time, HKS used Rotrex superchargers in HKS s/c kits for several years.

Because HKS has the manufacturing prowess, after using Rotrex superchargers for some time, HKS incorporated a few design refinements and began manufacturing the GT II series superchargers 100% in-house. The three major design refinements include:

8mm compressor shaft vs. Rotrex 6mm
Torque Response System (variable planetary vs. Rotrex fixed planetaries) for less parasitic loss and silent operation
Compressor inducer/exducer design indicative of HKS turbo; extremely efficient, 100,000+ rpm, 2.5+ pressure ratios

I’ve personally watched these get manufactured, qualified, assembled, and tested at the highest OEM QC levels. HKS supplies Yamaha with these same superchargers and, to date, has had 0 warranty claims on their s/c units. For a company that pioneered turbo kits, HKS takes these superchargers very seriously.

Why you should consider the HKS v3 over another kit? Bang for your buck is my instinctive reply. I’m not aware of another kit that produces more power for less money at any level of quality or fit. HKS is also the only manufacturer that offers a complete vehicle tuning solution (from suspension, to engine internals, to electronics, to forced induction, to exhausts) based entirely on their in-house racing efforts. Which I hope exemplifies the depth and breadth of their R&D for the FR-S.

[Koj]

Thanks Scott for all the information and particularly the manual.

I installed the S/C v2 but I didn't installed the HKS Manifold & Catback.
I only reach 244 HP with E98, as I expected, due to a calalysed manifold & catback.

Scott do you think I can change my 39 mm restrictor to 43 mm or 45 mm without reducing my Engine Life ?
It seems HKS put a restrictor for a reason.
The stock injector can work until 300 HP.
The 43 or 45 mm restrictor will pass over the 300 HP ? I really doubt with a catalyzed manifold ...

[weederr33]

Originally Posted by Scott@HKSUSA

Straightforward and fair questions. I like it.

So how does a HKS GTII SC compare to a Rotrex? First I think everyone needs to understand that Rotrex pioneered this style of supercharger (compact planetary-driven centrifugal) back in the late 90’s and opened up a lot of platforms to supercharging. There’s nothing particularly “bad” about the design and like several other manufacturers in the industry at that time, HKS used Rotrex superchargers in HKS s/c kits for several years.

Because HKS has the manufacturing prowess, after using Rotrex superchargers for some time, HKS incorporated a few design refinements and began manufacturing the GT II series superchargers 100% in-house. The three major design refinements include:

8mm compressor shaft vs. Rotrex 6mm
Torque Response System (variable planetary vs. Rotrex fixed planetaries) for less parasitic loss and silent operation
Compressor inducer/exducer design indicative of HKS turbo; extremely efficient, 100,000+ rpm, 2.5+ pressure ratios

I’ve personally watched these get manufactured, qualified, assembled, and tested at the highest OEM QC levels. HKS supplies Yamaha with these same superchargers and, to date, has had 0 warranty claims on their s/c units. For a company that pioneered turbo kits, HKS takes these superchargers very seriously.

Why you should consider the HKS v3 over another kit? Bang for your buck is my instinctive reply. I’m not aware of another kit that produces more power for less money at any level of quality or fit. HKS is also the only manufacturer that offers a complete vehicle tuning solution (from suspension, to engine internals, to electronics, to forced induction, to exhausts) based entirely on their in-house racing efforts. Which I hope exemplifies the depth and breadth of their R&D for the FR-S.

Just out of curiosity, why didn't you guys develop a turbo kit for these cars?

[Scott@HKSUSA]

Originally Posted by Koj

Thanks Scott for all the information and particularly the manual.

I installed the S/C v2 but I didn't installed the HKS Manifold & Catback.
I only reach 244 HP with E98, as I expected, due to a calalysed manifold & catback.

Scott do you think I can change my 39 mm restrictor to 43 mm or 45 mm without reducing my Engine Life ?
It seems HKS put a restrictor for a reason.
The stock injector can work until 300 HP.
The 43 or 45 mm restrictor will pass over the 300 HP ? I really doubt with a catalyzed manifold ...

244 whp with a v2 straight out of the box is pretty good!

You'll have to remove the inlet restrictor to exceed 300 whp with E85/E98. The compressor will need all the air density it can get.

Our car is over 300 whp and the engine is in perfect health after 21,000+ miles. Your tune, the way you drive, and your maintenance quality will ultimately dictate engine life but at this point I'm confident that 300 whp is a good "safe" level for a internally stock FA20 with a quality (scientifically correct) tune.

[Scott@HKSUSA]

Originally Posted by weederr33

Just out of curiosity, why didn't you guys develop a turbo kit for these cars?

Maybe we have but nobody knows about it yet...

I think HKS offered the GTII supercharger kits for these cars because they represent the best bang for the buck and they're easier to DIY install. Because the compressor wheel in the 7040L supercharger is very similar to the compressor wheel in a GTII 7460 turbo, it's fair to say that you currently get a lot of the performance benefits of a turbo (big power potential) without the typical "cons" of a supercharger (very low parasitic loss).

[Scracho]

Originally Posted by Scott@HKSUSA

Maybe we have but nobody knows about it yet...

Wait... WHAT?!?!?! Tell me more about this miracle unicorn you speak of...

[Scott@HKSUSA]

Originally Posted by Scracho

Wait... WHAT?!?!?! Tell me more about this miracle unicorn you speak of...

lol. That was just the best answer I could come up with at the moment. I'm honestly and sincerely not aware of any complete turbo kits in the works. But anyone with a T25 manifold could bolt one of these on anytime:
http://www.hks-power.co.jp/en/produc...t_2/index.html

I have over 40,000 miles on my 8262 now. #timeflies

[Scracho]

Originally Posted by Scott@HKSUSA

lol. That was just the best answer I could come up with at the moment. I'm honestly and sincerely not aware of any complete turbo kits in the works. But anyone with a T25 manifold could bolt one of these on anytime:
http://www.hks-power.co.jp/en/produc...t_2/index.html

I have over 40,000 miles on my 8262 now. #timeflies

For a weekend track/auto-x on stock internals I still think the transient response of the V3 kit is the best choice. I'm still very interested in seeing how this kit will compare to my past KW kit.

Curious, what vehicle do you have the 8262 on?

[Scott@HKSUSA]

The daily (13' Evo):





378/360 @ 26 psi

[Koj]

Originally Posted by Scott@HKSUSA

244 whp with a v2 straight out of the box is pretty good!

You'll have to remove the inlet restrictor to exceed 300 whp with E85/E98. The compressor will need all the air density it can get.

Our car is over 300 whp and the engine is in perfect health after 21,000+ miles. Your tune, the way you drive, and your maintenance quality will ultimately dictate engine life but at this point I'm confident that 300 whp is a good "safe" level for a internally stock FA20 with a quality (scientifically correct) tune.

Ok thanks Scott for you answer.
I will go for more evolution with "GL Racing" & another ECU Tune.

Another question.

I have a small oil leak, just a few drops. My oil pressure gauge is well, so the engine seems ok.
I'm looking for "how to check the compressor oil level" (traction fluid).
I've read the manual but I m looking for a video about that for more explanation. Did you saw one ?

I understood we need to start the engine 10 seconds at 2000 RPM. Then the compressor's oil is going down until the mark. Then we need to shut off the engine, and check the level ?
It is not really clear for me... any help will be glad...

[Scott@HKSUSA]

I haven't made a video on checking the oil level, but I think I can explain what's going on pretty well:

After the initial install of any of the HKS s/c's, the integrated oil pump has no Traction Fluid in it, as well as the T.F. lines and T.F. filter. After the T.F. system parts are installed, HKS recommends filling the reservoir ~3/4 of the way then capping it up and finishing the rest of the s/c install.

After the kit has been installed, on initial engine start-up, HKS recommends removing the T.F. reservoir cap and observing the T.F. level as the oil pump is primed and all the air is purged out. Once the pump, lines, and filter are purged/primed (filled with oil), the oil in the T.F. reservoir should come down to the recommended level on the dipstick. And from my experience, if you follow the instructions, you shouldn't have to add/adjust very much T.F., if any at all.

HKS asks that you observe the initial start-up/purge process simply so you could add a little T.F. if the reservoir level gets too low to prevent the pump from drawing in air.

After the initial start-up and after you've confirmed the T.F. level is in the range on the dipstick, all you do is check the level every few months for peace of mind. T.F. doesn't degrade and there's nothing in the s/c kit to consume it, so unless you develop a leak, it should be maintenance-free for several years.

[Koj]

ok thanks Scott.
I will check that sunday.
I will do a video if I can ^^

[georgiafrsguy]

Originally Posted by Scott@HKSUSA

We chose not to supply the 93 oct calibration "as delivered" because not everyone has access to 93. But everyone does have access to 91. To help everyone understand-

The Flash Editor memory has 4 calibration "slots":
Slot 1: stock calibration (permanent - can not move or change within F.E.)
Slot 2: 91 oct calibration (writable - Pro-Dealers can move/change/edit)
Slot 3: E85 calibration (writable - Pro-Dealers can move/change/edit)
Slot 4: Power Writer [open/blank slot] (writable ONLY after F.E. has been married to a ECU)

Since we can't change Slot #1 and we can't pre-load anything onto Slot #4, it left with us with 2 pre-loadable slots for the supercharged calibrations. 91 and E85 are the only two calibrations that cover all the bases, so that's what we ran with.

[HuntingtonFRS] Now that you're up & running on the 91 octane calibration, if you'd like to send your F.E. to me, I can upload the 93 oct. cal. into "Slot 4" for you.

scott, I had a quick question about what you mean the tune being writable. 93 is the norm here in GA I have pretty much made up my mind I will be getting the v3 kit in the next month. I like the ease of the plug n play tune.

I was curious about if the tune that is loaded is able to be fine tuned by a tuner on the dyno if the a/f looked a little unsafe or would it have to be sent back to hks for that. I know every car setup may be slightly different. sorry if it was already mentioned I skimmed thru the thread but may have missed it

[Scott@HKSUSA]

Originally Posted by georgiafrsguy

scott, I had a quick question about what you mean the tune being writable. 93 is the norm here in GA I have pretty much made up my mind I will be getting the v3 kit in the next month. I like the ease of the plug n play tune.

I was curious about if the tune that is loaded is able to be fine tuned by a tuner on the dyno if the a/f looked a little unsafe or would it have to be sent back to hks for that. I know every car setup may be slightly different. sorry if it was already mentioned I skimmed thru the thread but may have missed it

Glad to hear you'll be going with our kit! Make sure you send me pictures of the build! We leave the 4th slot open to allow our Pro Dealers to write a custom tune based on the other modifications you have on the car. They also have the ability to edit the other two slots in the flash editor. It says you are in Atlanta which is close to one of our Pro Dealers, Top Speed Motorsports. They will be able to adjust the tune for you if need be. Good luck and let me know if you need any help!