Drift-Office : Jackson Racing Supercharger Installed! (Tune Tommorow!)

[sw20kosh]

Originally Posted by cobrabyte

I recall -- and I might be wrong -- Crawford breaking their axle(s). Obviously, they were pushing a lot more power than most of us but that's one case of broken axle(s).

600HP axles can be had from DSS for about $900ish... so, not too, too bad for peace of mind.

lol Crawford

[gmsii]

Originally Posted by CSG Mike
They essentially make the same power, but the Jackson Racing kit does it utilizing 87% of the rated capacity, while the Kraftwerks kit does it utilizing 99% of the rated capacity. Kraftwerks touts larger piping and larger intercoolers, but yet the kit is less efficient? Hmmm. The expandability to a C38 means nothing to us, because it's more power than the stock driveline can handle (Transmission, axles). See math here: http://www.ft86club.com/forums/showp...&postcount=549

Originally Posted by CSG Mike

Then please correct my math so that I can amend my post/information.

The JR sc pulley is 110mm diameter.

Certainly...for simplicity i will only go out significant digits right of the decimal.

JR drive ratio: 142mm / 110mm = 1.29
KW drive ratio: 40teeth / 30 teeth = 1.33

C30-94 internal ratio: 9.49
C30-94 max impeller speed: 100,000rpm

JR impeller speed @7400: 7400x1.29x9.49 = 90,591 rpm
KW impeller speed @7400: 7400x1.33x9.49 = 93,400 rpm

Difference in impeller speed: 93,400-90,591 = 2809rpm
Difference as a percentage = 2,711/100,000 = 2.81%

2.81% is a far cry from you claimed 12% difference

Marketing panache is fine....but bringing junk math into that spin is... well....deceptive. Fortunately in the internet world, false claims can be edited and redacted rather quickly. But making false claims like that in the real world is the reason why AEM had to sell off their rather large filter business to K&N...jus sayin.

[vgi]

Originally Posted by gmsii

Certainly...for simplicity i will only go out significant digits right of the decimal.

JR drive ratio: 142mm / 110mm = 1.29
KW drive ratio: 40teeth / 30 teeth = 1.33

C30-94 internal ratio: 9.49
C30-94 max impeller speed: 100,000rpm

JR impeller speed @7400: 7400x1.29x9.49 = 90,591 rpm
KW impeller speed @7400: 7400x1.33x9.48 = 93,302 rpm

Difference in impeller speed: 93,302-90,591 = 2711rpm
Difference as a percentage = 2,711/100,000 = 2.71%

2.71% is a far cry from you claimed 12% difference

Marketing panache is fine....but bringing junk math into that spin is... well....deceptive. Fortunately in the internet world, false claims can be edited and redacted rather quickly. But making false claims like that in the real world is the reason why AEM had to sell off their rather large filter business to K&N...jus sayin.

frankly, having you been more willing to answer question @CSG Mike asked you about the impeller speed he wouldn't come to wrong conclusion.

[CSG Mike]

Originally Posted by gmsii

Certainly...for simplicity i will only go out significant digits right of the decimal.

JR drive ratio: 142mm / 110mm = 1.29
KW drive ratio: 40teeth / 30 teeth = 1.33

C30-94 internal ratio: 9.49
C30-94 max impeller speed: 100,000rpm

JR impeller speed @7400: 7400x1.29x9.49 = 90,591 rpm
KW impeller speed @7400: 7400x1.33x9.48 = 93,302 rpm

Difference in impeller speed: 93,302-90,591 = 2711rpm
Difference as a percentage = 2,711/100,000 = 2.71%

2.71% is a far cry from you claimed 12% difference

Marketing panache is fine....but bringing junk math into that spin is... well....deceptive. Fortunately in the internet world, false claims can be edited and redacted rather quickly. But making false claims like that in the real world is the reason why AEM had to sell off their rather large filter business to K&N...jus sayin.

I can't, for the life of me, google anything for the measurement of the diameter of the stock crank pulley. Do you happen to have a spec sheet and/or a picture of a caliper measuring the stock crank pulley?

Also, You're comparing speeds at 7400 RPM. I love the monkey math, when your kit is specified with a maximum RPM of 7800. Shouldn't we be comparing redline to redline, since that's the maximum RPM the supercharger will see with each respective kit?

Originally Posted by gmsii

the blower is set up to hit 10.2psi with a max engine RPM of 7800.
we have a smaller pulley set-up where the engine redline is set for 7300rpm engine that makes about 13psi boost and about 15whp more in the midrange and 30whp more peak

Does your included tune redline at 7400 or 7800?

That post leads me to believe that the setup was designed for 7800 RPM. If your setup was designed for 7400 RPM, then the post is just flat out misleading.




JR drive ratio: 142mm / 110mm = 1.29
KW drive ratio: 40teeth / 30 teeth = 1.33

C30-94 internal ratio: 9.49
C30-94 max impeller speed: 100,000rpm

JR impeller speed @7400: 7400x1.29x9.49 = 90,591 rpm
KW impeller speed @7800: 7800x1.33x9.49 = 98,696 rpm

Difference in impeller speed: 98,626-90,591 = 8105rpm
Difference as a percentage = 8,105/100,000 = 8.105%

[gmsii]

Originally Posted by vgi

frankly, having you been more willing to answer question @CSG Mike asked you about the impeller speed he wouldn't come to wrong conclusion.

maybe so....but frankly when he made the post with 'quantified' numbers, he should have made sure he had all the data
atleast people recognize he came to the wrong conclusion

[shaunsweeney]

@gmsii I had a few questions over in the KW thread if you could take a look, I would greatly appreciate it. Knowing that your kit isn't almost maxed out will weigh heavily on my decision.

[Calum]

Originally Posted by CSG Mike

I can't, for the life of me, google anything for the measurement of the diameter of the stock crank pulley. Do you happen to have a spec sheet and/or a picture of a caliper measuring the stock crank pulley?

Also, You're comparing speeds at 7400 RPM.



Does your included tune redline at 7400 or 7800?

That post leads me to believe that the setup was designed for 7800 RPM. If your setup was designed for 7400 RPM, then the post is just flat out misleading.

My Kartboy pulley is supposed to be the same OD as stock. I'll be honest, it's not. But it's not off by much. There are witness marks on the crests of the pulley that tell me those crests were making contact with the valleys of the belt. (which might be why it sounded so awful) Anyway, I used my caliper to measure it from crest to crest and got 143.08 mm. I'm satisfied with the 142 mm that was posted. It might be off by half a mm or so, but that's not enough to make a significant difference to David's calculations. If you take David's measurement as being a whole mm off you end up with just over 700 rpm in the difference. Sorry mike, unless that SC pulley measurement is off I think you were misinformed.

@gmsii, thanks for posting the numbers and math.

[sirisvirus]

Nice setup👍


Sent from my iPhone using Tapatalk

[kster1]

Originally Posted by CSG Mike

The kit is specifically designed, so that you just relocate the Rotrex oil cooler laterally, so that the two coolers are next to each other, instead of stacked.

Can you please further elaborate on this? I briefly looked at the manual and it looks like the brackets for the Rotrex oil cooler attach to the intercooler.

If they are mounted side-by-side, will we need custom brackets?

My main concern is the clearance between the Rotrex oil cooler and A/C condenser as shown here, in the second to last picture:
http://www.ft86club.com/forums/showp...93&postcount=2

With the Robispec oil cooler/radiator, it looks there would be insufficient clearance if the Rotrex oil cooler is mounted behind the JR intercooler. I am basically trying to figure out what will need to be changed/modified to work the Robispec unit.

Thanks!

[OjiGeorge]

Originally Posted by shaunsweeney

If you alter the flow characteristics of the exhaust the volumetric effeciency changes. When a kit is supplied with a tune designed for a specific volumetric effeciency (i.e. stock exhaust), any changes which effect that require additional tuning to account for the change.

In some instances the changes are so minimal that a tune is not absoultely necessary for safe operation, but may be wanted for optimal performance and reliability.

This makes perfect sense... What I didn't clarify is that many (most?) of us will be running a custom dyno tune with this kit. In this case, the tune is going to take into consideration all of the modifications to help the engine breathe better. with this in mind, wouldn't a well designed header, such as the T1R, be a substantial improvement over the stock header when running a SC?

[JoeDrifter]

Thumbs Up for Drift Office!

Joe

[TouchMyHonda]

Awesome

[ultra]

@Drift-Office - what with you having seen a lot of the FI kits on the market for this car up close and personal, in addition to this kit, I'm curious to hear your opinion on a couple of questions:

1. Do you think this kit would fit with the Robispec radiator? Would the sandwiched cooler for the SC be easy to relocate elsewhere if need be?

2. Do have reason to suspect that aftermarket headers might cause any fitment problems (besides the whole Speed Density vs MAF tuning topic).

[CSG Mike]

Originally Posted by kster1

Can you please further elaborate on this? I briefly looked at the manual and it looks like the brackets for the Rotrex oil cooler attach to the intercooler.

If they are mounted side-by-side, will we need custom brackets?

My main concern is the clearance between the Rotrex oil cooler and A/C condenser as shown here, in the second to last picture:
http://www.ft86club.com/forums/showp...93&postcount=2

With the Robispec oil cooler/radiator, it looks there would be insufficient clearance if the Rotrex oil cooler is mounted behind the JR intercooler. I am basically trying to figure out what will need to be changed/modified to work the Robispec unit.

Thanks!

The oil cooler will include everything you need. Details... coming soon