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SCMASTER »
https://forums.nicoclub.com/scmaster-u43321.html
Tue Jul 11, 2006 6:35 am
What would be included in a "complete kit", and what would be needed in addition for the "adapter Kit" to be completed by the end purchaser? I can't keep all this stuff straight. If you don't want to divolge(sp?) that info quite yet, I understand.
THE COMPLETE KIT ($2995) WILL HAVE A RACE PORTED SUPERCHARGER, RACE PORTED UPPER MANIFOLD, RACE PORTED ADAPTER, RACE PORTED THROTTLE BODY ADAPTER, IDLER PULLEY BRACKET, IDLER PULLEY, THROTTLE CABLE BRACKET, AIC AND AAC REMOTE ADAPTERS, BELT, HOSES AND CLAMPS, COLD AIR PIPES & HOSES, MASS AIR ADAPTER, AIR FILTER, OIL FILTER, BOOST GAUGE, A/F GAUGE, FUEL SYSTEM (EITHER LARGER INJECTGORS WITH AN SAFC, OR DAUGHTERBOARD ECU, OR ADDITIONAL INJECTORS AND AIC). THE ADAPTER KIT INCLUDES THE STANDARD SUPERCHARGER ADAPTER, STANDARD SUPERCHARGER ADAPTER, THROTTLE BODY ADAPTER, IDLER PULLEY BRACKET, IDLER PULLEY, THROTTLE CABLE BRACKET, AIC AND AAC REMOTE ADAPTERS, BELT, GASKETS, AND HARDWARE.
Mr. Knight. I was hoping to ask you a few questions. First off it looks like all of the EGR equipment is removed from the vehicle in the picture, do you know how that effects emissions after the supercharger? Second I read that you used a BIKIROM for tuning, now for us poor unfortunate souls with OBD-II do you plan on developing tuning for us or should we anticipate getting a piggy-back like the Greddy Ultimate? And lastly, how is the pully assembly set up, is it just another pulley put on the crank? Looking forward to seeing the videos and everything! Actually one more question, the intake pipe, will it clear a strut bar like nismo or do you need to have one of those strut bars that is raised up to clear the pipe?
THE EGR IS REMOVED (AS IT IS IN 90% OF THE CASES IN MIAMI), BUT IT CAN BE UTILIZED WITH THE SIMPLE TASK OF ASKING FOR AN EGR ADAPTER AS WE HAVE THE CNC PROGRAM FOR IT, AND THEN TRIMMING THE EGR TUBE OR REPLACING IT WITH A SECTION OF FLEXIBLE STEEL PIPE LIKE WHAT IS USED ON PROPANE TANK ADAPTERS (AVAILABLE AT HOME DEPOT). OBD2 CARS WOULD NEED ADDITIONAL INJECTORS PLACED BEFORE THE THROTTLE BODY AND AN AIC TO OPERATE THEM, OR THE S14 UPPER MODIFIED FOR FOUR EXTRA INJECTORS AND THE AIC. TDR AND MOST OTHER AFTERMARKET EATON MAKERS HAVE ALL SWITCHED TO ADDITIONAL INJECTORS AS THEY ARE ISOLATED FROM THE ECU, ARE SELF-SUPPORTING, AND EASY TO TUNE. MY EXPERIENCE WITH OBD2 IS SOMEWHAT FRUSTRATING WHEN ADDING LARGER INJECTORS AND A MODDED ECU. CODES FLY FROM THE ECU AT ALARMING RATES. SO MY FAVORITE WAY IS EXTRA INJECTORS. THE BELT FROM THE ALTERNATOR ROUTES AROUND THE TENSIONER, OVER THE SC, AND BACK TO THE CRANK PULLEY. VERY SIMPLE AS MOST OF MY DESIGNS ARE. STANDARD BELTS FROM ANY AUTO STORE ARE AVAILABLE. NOT SURE ON THE STRUT TOWER BRACE. THE THROTTLE BODY FACES UP, SO A CUSTOM LOW PROFILE BANJO-STYLE INLET HAT WOULD ALLOW FOR THE BRACE IN THE WORST CASE SCENARIO.
Dang...there seems to be some negativity lately...there are ways to be skeptical and stay positive...
MANY TURBO GUYS HATE SC'S, YET MOST SC GUYS USUALLY DONT CRITICIZE TURBOS. IT IS A SIMPLE PSYCHOLOGICAL PHENOMENON KNOWN AS BOOST RESPONSE ENVY. SIMILAR TO PENILE ENVY, ONLY AIMED AT SC GUYS :-)
Anyways, I love turbos but every rootin' tootin' redneck muscle in my body started twitching when I saw a supercharger for my car, yee haw!Afterall, I drive an iron blocked, low-revving torque monster, so the idea of crazy throttle response makes my Solo 2 bones do the shimmy.
YOU UNDERSTAND WHAT TORQUE IS WORTH. MOST TURBO GUYS DONT(REMEMBER, I DID STRICTLY TURBOS FROM 1975 TO 1998)
It seems to me I haven't even attempted to design a part for... well anything actually. So keep it up, and maybe one of these days you'll be rewarded with some of my hard earned money in your wallet.
NOT EVERYONE DESIGNS THINGS. IT IS THOSE WHO DON'T DESIGN SQUAT AND THEN ***** THAT KILL ME!!! KIND OF LIKE LIBERALS--DONT DO DIDDLY AND BLAME EVERYONE ELSE.
FLOWBENCH+AUTOCAD+DREMEL= BLACK ART
NO--KNOWING WHERE TO ADD MATERIAL, WHERE TO RADIUS, WHERE TO REMOVE MATERIAL IS THE ART. FLOWBENCHES DONT HELP BECAUSE THE STANDARD VACUUM READING OF 30" CANT BE USED WITH THE ROTORS STATIONARY, AND THE DIFFERENT ROTOR RPM WOULD AFFECT DIFFERENT VACUUM AND FLOW-LOSS READINGS. IN A SIMILAR MISCONCEPTION, THAT IS WHY READING A TURBO'S FLOW MAP IS ONLY HALF THE EQUATION. YOU MUST THEN KNOW WHAT A/R YOU ARE USING TO TRULY CALCULATE A TURBO'S CORRECT MAP. SAME GOES FOR A ROOTS TYPE. ADD THE 60 DEGREE HELIX AND IS MAKES IT MORE DIFFICULT. ONLY EXPERIENCE MATTERS.
What half of the power band do you plan on dropping BTW with all that porting?Belt driven anything is using power that makes degredation which equals loss in power. So decreasing CFM at lower rpm to gain some at the top doesn't make sence to me. Just sounds like more lag at the bottom end especially since there is degredation and load from the belt driven at low RPM.Porting doesn't mean a whole lot of anything unless you have a good ecu tune to back it up.Anyways I hope all works well show me some good dyno numbers and a 1/4mile time.. Best of luck hopefuly you will have a popular product, as long as it's more affordable than camdens version for L series and KA's.
YOU ARE MAKING THE WRONG ASSUMPTION. IN AN ENGINE CYLINDER HEAD, PORTING INCREASES FLOW, BUT REDUCES VELOCITY DUE TO LARGER PORT VOLUME. THE VOLUMETRIC EFFICIENCY OF THE ENGINE INCREASES AND THE POWERBAND MOVES UP THE RPM SCALE. ON A ROOTS BLOWER, THE EXACT OPPOSITE OCCURS. BECAUSE THE RESTRICTIONS WHICH NORMALLY SLOW DOWN THE AIRFLOW--IE THE SHARP EDGES AND REVERSION POCKETS ARE ELIMINATED--THIS ENDS UP RAISING THE ADIABATIC EFFICIENCY AS WELL AS THE VE OF THE BLOWER. THIS CAUSES GREATER FLOW AT LOWER RPM, THE OPPOSITE OF YOUR THOUGHTS. AS AE INCREASES THE CRANK LOSSES DECREASE SO LESS POWER IS USED TO TURN THE BLOWER.
SOME DAY SOON I WILL PROVE TO YOU THROUGH PHYSICS WHY A SUPERCHARGER WILL MAKE MORE USABLE HP THAN A TURBO UP TO ABOUT 14 PSI. AFTER THAT POINT, THE TURBO WINS. SO FOR 99.9% OF STREET VEHICLES, THE SC IS FAR BETTER. ASK YOURSELF THIS QUESTION: IF PEAK HP IS SO IMPORTANT, WHY WILL A STOCK 200HP 5.0 'STANG ENGINE DROPPED INTO A 240SX SPANK A KA24DE MAKING 240HP ON THE DYNO? THE ANSWRER IS TORQUE. TORQUE ACCELLERATES A VEHICLE, WHILE HP IS GENERALLY FOR TOP SPEED. THE FORMULAS ARE IDENTICAL EXCEPT THE CROSSOVER OCCURS AT 5250RPM IN THE FORMULA. DO YOU SPEND MORE RPM ABOVE OR BELOW 5250RPM?
