Questions and Discussion on Vortech Supercharging Systems

[RYU]

Originally Posted by JordanInnovations

We used Vortech's tune, car hasn't seen the dyno yet... if I had it on a dyno I'd be logging all that stuff, but my point was, it's cold here and that's not enough boost to make a real difference ~ the real test will be to dyno a N/A car and then the Vortech car when it's 100*F and see if the IATs start to run away.



Doesn't need colder plugs at this level, and yes, it comes with a bypass valve.

Thank you! You have no idea how many times i've asked this question but it seems to get overlooked.

I also realized you guys are local to me in the SGV. I'll be paying you guys a visit soon.

[SkAsphalt]

Originally Posted by MANDALAY

What i like about the 86 is thats its open to a whole new audiance of members.
The engine is N/A so there is no bias about members flogging you if you take the SC route as there is with cars that are available in Turbo format from factory like the SW20 MR2.
So there is an open mind. But the correct info needs to be explained because ill tell you that if a turbo is doing 7 psi it will run circles over the SC.
THERE IS SO MUCH IMPATIENCE. Why is everyone in such a hurry ? To be first ?

Why are you so bad at writing? Your posts are (poorly) written to the point of coming across as ignorant, angry whining even though you ARE making good points.

[MANDALAY]

Because im a Scientist / Engineer and preferTechnical and to the point.

[jdzumwalt]

I'm wonder based on cfm flow of this engine will the super charger speed be helped with a efficient exhaust and header system. Seems like the better the engine breathes the lower the boost that's needed to make X power. Do we know the HP potential of this kit?

[MANDALAY]

Originally Posted by jdzumwalt

I'm wonder based on cfm flow of this engine will the super charger speed be helped with a efficient exhaust and header system. Seems like the better the engine breathes the lower the boost that's needed to make X power. Do we know the HP potential of this kit?

Thats the beauty of a SC , maximize the flow exhaust, cat , muffler will net higher figures.
Also you will experience lower IAT's because of the flow ( and cooling effect )as there is less residing time in the camber because of less restriction.
Unlike a turbo

[jdzumwalt]

Originally Posted by MANDALAY

Thats the beauty of a SC , maximize the flow exhaust, cat , muffler will net higher figures.
Also you will experience lower IAT's because of the flow ( and cooling effect )as there is less residing time in the camber because of less restriction.
Unlike a turbo

I'm thinking a borla Header and a crossover pipe will make this thing a complete beast. I'll have to check with Visconti first and make sure there's enough fuel left on the stage 1 for that though. In the end I'll have it because I plan on going E85 and flex fuel. Forced induction just loves E85 and make the motor less likely to detonate.

Gregg

[Visconti]

Originally Posted by jdzumwalt

I'm thinking a borla Header and a crossover pipe will make this thing a complete beast. I'll have to check with Visconti first and make sure there's enough fuel left on the stage 1 for that though. In the end I'll have it because I plan on going E85 and flex fuel. Forced induction just loves E85 and make the motor less likely to detonate.

Gregg

Yes, the STG1 kit I'm selling will be able to handle exhaust mods with no problem.

-John

[jdzumwalt]

Originally Posted by Visconti

Yes, the STG1 kit I'm selling will be able to handle exhaust mods with no problem.

-John

Good to know there's some fuel left for these kinds of mods.

Thanks

Gregg

[Visconti]

Originally Posted by jdzumwalt

Good to know there's some fuel left for these kinds of mods.

Thanks

Gregg

Anything else I would suggest fuel pump and injectors.

John

[Brian@Vortech]

Sorry guys. It appears I am not able to check in nearly often enough to keep up.

Originally Posted by kanundrum

What are you doing to ensure the Bearings and Seals do not fail?

The standard V-3 units that come in these systems are self-lubricated, using a proprietary synthetic blend lubricant. The compressors feature a simple oil slinger design that provides proper fluid delivery to the gears and bearings. A ventilated gear case assembly eliminates any potential internal pressure issues, and has internal gearcase baffling for proper oil control. The unit also includes a remote fluid drain hose (attached to the supercharger) that allows for simple fluid changes without removing the supercharger from the vehicle, and an integrated dipstick for simple fluid checks. Oil change intervals at 7,500 mile increments, after the first required oil change at 2,500 miles.

Originally Posted by JP

what impeller speed/pulley size is needed on the 86 kit to reach say 7psi at 4000rpm if you're using a wastegate/bypass valve or similar to bleed boost to maintain 7psi from 4000rpm to redline?

We do not experiment with bleeding off pressure using a wastegate, so I would be able to assist with something of this nature. Our Engineers believe that making the compressor work harder just to bleed off pressure is counter-productive from an efficiency standpoint.

Originally Posted by Dimman

Compressor map would be nice.

Working on that for you. I'll post it as soon as I have it.

Originally Posted by Acree

My dream SC would hit full boost early in the revs and hold it like a turbo. This would give the torque curve of a turbo, the response of a supercharger, without the horrid whine of a roots type.

Can your company deliver this?

-Acree

What you are describing is more reminiscent of a twin-screw supercharger, not a centrifugal.

Originally Posted by The Slow One

Is it possible to change out the unit into a bigger unit? I know it was common practice in the s2k scene. I'm just interested in a larger unit for the future.

Absolutely. The V-1, V-2, V-3, and V-7 superchargers all share the exact same gearcase dimensions, so barring clearance issues on some of the larger units, they should all be direct drop-in replacements for the V-3 H67BC unit included in the FR-S/BRZ systems.

Originally Posted by j-tan

Would it be possible to install a waste gate on the intake side instead of a bypass to regulate the top end psi? From what I remember bypass is either open or close, but I could be wrong.
For example 1 Pulley setup for 7 psi at 7400 rpm and makes 4-5 psi at 4000-5000 rpm
example 2 with waste gate: pulley for 12 psi at 7400 rpm and makes 6-7 psi at 4000-5000 rpm, but have the waste gate regulate it at 8psi like a turbo setup.
Is this even possible? Sorry If I don't make any sense.

Yes, this is possible. However, as we would not experiment with wastegates or bleeding off boost in house, I would not be able to assist you with accomplishing such a task. Perhaps one of the aftermarket tuners may be willing to experiment with this theory, but we would not. Our standpoint is that accurately matching the compressor and pulley combination to the application for safety and efficiency is the primary goal of our systems.

Originally Posted by ZC6BRZ

When will CARB E.O. be granted?

Keep in mind that we are currently only shipping Tuner Kits, and we have a few more cars lined up over the next few weeks to verify our current calibration on before we release it. All of the calibrations on our complete supercharging systems are always verified many times over on different vehicles before we release them to the public. That is why our reputation for safe, reliable complete systems is universal throughout the automotive aftermarket. However, once the complete systems are released, we will immediately submit the system for CARB approval.
The downside with the Air Resources Board, is that even after passing all the testing procedures, getting the processed paperwork for the E.O. after the fact takes an ever increasing amount of time. Our 2011+ Mustangs systems passed in early February last year, and we did not see the E.O. paperwork back from them until late November. These systems will get there, but it just takes time.

Originally Posted by JordanInnovations

Brian, I hope you don't mind me dropping in here, but I'd like to clear up a couple things. I got to install and play with one of these kits already and was impressed, and I see a lot of very interested people asking some educated questions!

Thank you for the assist Jeff! I appreciate the help, truly.

Originally Posted by 2forme

I'm curious as to how this kit fits with the windshield washer resevoir...

A replacement windshield washer reservoir is included to make room for the supercharger ducting.

Originally Posted by RYU

Are colder spark plugs needed with this kit?

Does this have some sort of bypass valve (open when not in boost) like the positive displacement blowers do?

Colder spark plugs are not required.

We absolutely include a bypass valve with the system that is open at all times when you are not in positive boost pressure.

[MANDALAY]

Originally Posted by Brian@Vortech

Sorry guys. It appears I am not able to check in nearly often enough to keep up.



The standard V-3 units that come in these systems are self-lubricated, using a proprietary synthetic blend lubricant. The compressors feature a simple oil slinger design that provides proper fluid delivery to the gears and bearings. A ventilated gear case assembly eliminates any potential internal pressure issues, and has internal gearcase baffling for proper oil control. The unit also includes a remote fluid drain hose (attached to the supercharger) that allows for simple fluid changes without removing the supercharger from the vehicle, and an integrated dipstick for simple fluid checks. Oil change intervals at 7,500 mile increments, after the first required oil change at 2,500 miles.


We do not experiment with bleeding off pressure using a wastegate, so I would be able to assist with something of this nature. Our Engineers believe that making the compressor work harder just to bleed off pressure is counter-productive from an efficiency standpoint.


Working on that for you. I'll post it as soon as I have it.



What you are describing is more reminiscent of a twin-screw supercharger, not a centrifugal.


Absolutely. The V-1, V-2, V-3, and V-7 superchargers all share the exact same gearcase dimensions, so barring clearance issues on some of the larger units, they should all be direct drop-in replacements for the V-3 H67BC unit included in the FR-S/BRZ systems.


Yes, this is possible. However, as we would not experiment with wastegates or bleeding off boost in house, I would not be able to assist you with accomplishing such a task. Perhaps one of the aftermarket tuners may be willing to experiment with this theory, but we would not. Our standpoint is that accurately matching the compressor and pulley combination to the application for safety and efficiency is the primary goal of our systems.


Keep in mind that we are currently only shipping Tuner Kits, and we have a few more cars lined up over the next few weeks to verify our current calibration on before we release it. All of the calibrations on our complete supercharging systems are always verified many times over on different vehicles before we release them to the public. That is why our reputation for safe, reliable complete systems is universal throughout the automotive aftermarket. However, once the complete systems are released, we will immediately submit the system for CARB approval.
The downside with the Air Resources Board, is that even after passing all the testing procedures, getting the processed paperwork for the E.O. after the fact takes an ever increasing amount of time. Our 2011+ Mustangs systems passed in early February last year, and we did not see the E.O. paperwork back from them until late November. These systems will get there, but it just takes time.



Thank you for the assist Jeff! I appreciate the help, truly.


A replacement windshield washer reservoir is included to make room for the supercharger ducting.


Colder spark plugs are not required.

We absolutely include a bypass valve with the system that is open at all times when you are not in positive boost pressure.

Can you answer the questions i asked ?

Why are you underdriving the SC ETC

[Brian@Vortech]

Originally Posted by MANDALAY

Can you answer the questions i asked ?

Why are you underdriving the SC ETC

We aren't underdriving the supercharger, we are leaving room for people to go more aggressive if they wish. If we maxed the compressor out right out out of the box, there would be no room for people to increase boost without changing the compressor. Whether doing so by raising rev limits, changing pulleys, etc., people will want to increase the boost. If we made a system with absolutely no boost upgrade, no one would buy it. Even if people have no intention of raising the boost, they still subconsciously need to know they can before they buy.

We made that mistake in the past on our Lexus IS300 system...as soon as people found out there was no pulley swap option for boost upgrade, it killed the sales of that system. Even though the system made great power out of the box, and there were other compressors they could have upgraded to, it didn't matter. That system was instantly D.O.A. We have the extra impeller speed buffer for that reason - so people can go a little more aggressive if they want without having to swap compressors. For those enthusiasts that want even more...we have that covered too, but will require a compressor upgrade (and we have lots of options there).

[Tansey86]

So if you are able to swap out the supercharger unit for more power, you will have to upgrade the intercooler. What are the available solutions for that?

[Gixxersixxerman]

If I buy this now, living in Cali, and it gets its carb approval do I just get the paperwork later.. Or do I have to wait for it to be approved first.. I'd like to get it now, but the fines are stupid for non approved carb parts..