I CANT MAKE A DECISION!!! Jrsc or edelbrock.

[toast]

It's interesting that you hit so much more boost at 4k. What are you IAT numbers like at that level on a summer day?

[86TOYO2k17]

Originally Posted by toast

It's interesting that you hit so much more boost at 4k. What are you IAT numbers like at that level on a summer day?

According to ecutek and scangauge a little below ambient when WOT (i have IC+WMI among many other little things to reduce IATs) , but i am not 100% sure where the stock IAT is getting the temperature reading from.

Also based on your log you look to have around 7.75psi at 4k rpm to around 11.75psi at redline? 10psi-13.5psi is a similar Jump.

but the point is we are both making linear PSI based on more rpm.

[mrg666]

Originally Posted by toast

The level of condescending douchebaggery you convey borders on amazing. I have no interest in a back and forth with someone of your exceptional level of armchair engineering, but in this case it is not necessary, you are simply wrong.

The Edelbrock provides a fixed volume of air per revolution, not boost. When running WOT that volume creates a pressure in the manifold that is proportional to rpm. My boost scales linearly with engine speed; at 2k I get about 2 psi of boost, by redline it is 11 psi. I can provide logs if necessary.

Offended with the facts, huh? Read Wikipedia supercharger and pay attention to keyword "backflow".

[toast]

Your snark is what is offensive.

I'm not new to mechanical engineering or fluid dynamics. The TVS system is an external compressor. Backflow is more of a problem as boost pressure increases.


"Since PD blower applies a constant boost from low to top rpm" was your actual statement. That statement is incorrect. It displaces a fixed amount of air. If your statement was true every Edelbrock and Sprintex kit would make full boost just off idle.

[CSG Mike]

Unfortunately the Sprintex setup doesn't read IAT post-compression.

Originally Posted by gtengr

It's amusing, but no longer really surprising, that you'd suggest a Honda-made CR-Z aftermarket kit using a Rotrex signals more about charger reliability than an Eaton being used on mass production cars. The real kicker is that you just dismissed part of my reasoning about the Eaton as "irrelevant since we are modifying an NA engine that was not designed for FI to begin with", and then turn around and introduce a Rotrex kit for an NA engine as evidence of reliability.

The irony is that JacksoN Racing is the OE for the Honda Rotrex kit. Jackson Racing also has a TON of Eaton experience, check out anything they did before about 2005 or so. I bet they know what they're doing!

[gtengr]

Originally Posted by CSG Mike

The irony is that JacksoN Racing is the OE for the Honda Rotrex kit. Jackson Racing also has a TON of Eaton experience, check out anything they did before about 2005 or so. I bet they know what they're doing!

Never been a question. I know they know what they're doing. So does Edelbrock, Cosworth, and Harrop.

[mrg666]

Honda chose Rotrex for an engine that they did not originally release with FI. I wonder why?

Edit: after so much Rotrex reliability talk, even I found myself listening my three year old compressor more carefully today. You guys are making me itchy.