My problem with this is it is all "theory" and "opinion". Basically I think everyone who is seriously interested in TC or SC has done some homework and understands the concepts of what's going on.

There needs to be something like a road & track 1 year later review of vehicles with these applications installed and then reports back as to what performance improvements they started/ended with, how the car was used, and any/all issues that arose. Followed by a tear down and engine review to see what happened to these engines.

Of course they can't do every manufactuer, on every model, so any one result will not apply to the rest, but something has got to be better than what we have now.

Is there someone out there, who either has had these, or perhaps a shop out there installing either/or and can get in on this?

 

PHILE has it correct. A turbo system is more intricate and complex. We (STILLEN) went with Supercharger to satisfy our 4 Major goals. These were/are:

* Offer Long-Lasting Reliable Power
* Produce Power throughout the entire RPM range
* Design a System that is reliable enough to offer a 3yr/36,000 Engine Warranty
* Develop a System that would meet increasingly stringent C.A.R.B.
requirements.

Having worked very closely with C.A.R.B., we quickly came to realize that the ONLY way to satisfy & accomplish those goals was by going with a Supercharger. And the only way to satisfy goal number 2 - power through the entire RPM range was to go with a roots / eaton positive displacement system, not a centrifugal unit where the peak gains are felt just before you slam on the brakes.

Here are some thoughts to consider:
A turbo system will not likely pass C.A.R.B. because it can't ignite the precats quickly enough.

CARB or 50-state legal status: This will be important in a few years when the car will be inspected again - if you are in California. There are several states that emulate C.A.R.B. requirements. Simply stated: if you live in a state that requires your car to pass any sort of emissions testing - there is no system other than ours that is 50-State Legal. Some states require testing every year. Some offer a 2-year pass on new cars and require testing every year thereafter.

Check out the warranty that is offered. Make sure you find out what is covered. Our system offers a warranty that also covers the motor - NOT JUST THE FORCED INDUCTION SYSTEM components.

What provides the lubrication to the unit? Our supercharger design is self-lubricating not requiring a fluid change for 100,000 miles and requires no feeding of oil from the motor. Some require lubrication every 6,000 or so miles.

OE superchargers all follow the same path we did. Roots style blowers for the OE are the most stable warranty-able systems. This speaks volumes about reliability, engine (non) failure, wear & tear on the motor(s), warranty claims, air/fuel management difficulty, etc.

Regarding your questions about not finding the items on the STILLEN.COM site:

All of the products (except the intake) are not on the site because they are either in various areas of production or in assembly phases. The intake should be available, I believe it's just not coded into the site yet.

On an aside: If you are a subscriber to Autoweek - you should see the most recent story about the STILLEN 350Z Supercharger and the 350Z. It's a great read. Autoweek is a magazine that really tells it like it is. If the product doesn't perform up to expectations or marketed expectations - they'll be the first to write about it. You should really get the issue if you can. There are some great quotes we plan on using.

Cheers!

 

Does anyone have a Dyno chart of the Stillen super charger with the stage 2 intercooler?

 

I'll try to get them posted today or tomorrow morning.

Thanks.

 

What is Stillen using for timing and fuel mangement??How are you taping off the timing signal and not sending codes???

 

Thanks for the question - Daking350.

We use a piggy back / secondary chip that regulates the fuel and timing as well as the 7th injector at the inlet which primes the a/f mixture. We've built our own map. This eliminates the need to push 165lbs. of pressure (fuel) through 65lb. injectors.

I know there is a system out there that forces 165lbs. of pressure through the stock injectors. This is very dangerous for obvious reasons and because you could lose a fuel line, not know it and burn up a cylinder and 'wad' up the motor from running lean. This has happened with a vehicle that was serviced at Tustin Nissan (CA).

Hope this helps.

AC

 

Is that the Perfect Power SMT6? And how do you get the timing signal??

 

Now.... please don't take the emoticon the wrong way. But, there are some limitations to what I can share. I assure you, however, we're not talking about unobtanium - or some kind of smoke and mirrors. The question you ask is a 'darn' good one and is just one of the reasons it took so many months to finally release the kit absolutely ready for C.A.R.B. testing.

I'm trying to get the dyno sheets posted up for you here in a few minutes. I think once you see the RWHP and add the typical 18% loss through the drivetrain - that we're pushing 380 at the flywheel. Of course the difference is that you get the entire RPM band to play with.

Cheers!

AC

 

Here is the dyno sheet for the C.A.R.B. Trim, 50-State Legal Supercharger. Take the wheel HP at 313 and divide by .82 to get back to flywheel HP. I think you'll like the number.

For $89 you can jump to Stage 3 and push 405HP. This will invalidate the C.A.R.B. Cert. and void the warranty. But since you will only be using Stage-3 at the track (since it is non-C.A.R.B.) that's a non-issue. It's very easy to revert back to street legal/warrantied Stage-2. It only takes a few minutes to change out the pulley.

Here are the sheets:

 

Here is the torque dyno chart. Please note that both the sheet above and this one also have the non-intercooled Stage-1 information as well.

AC

 

Whooops. I didn't answer the first question. No, the box we use is not the Perfect Power SMT6. We developed this program and box in-house. The only component of our Supercharger we didn't design in-house is the supercharger screws and their housing.

AC

 

Here is the torque dyno chart. Please note that both the sheet above and this one also have the non-intercooled Stage-1 information as well.

AC

 

I would do stage III intercooled hood and all, I may be the minority but it has always appealed to me as a bracket racer.

If only there were a way.

My car is in the 2004 catalogue my body kit and brakes are stillen make it happen and I will lay down a 11.99!

I'm not joking either you get all of my current parts including my plenum and blower (complete and tuner kit!)

 

I would respectfully disagree that a turbo is any less eliable than a SC'd car. The success or failure of ANY project car buildup, be it turbo, SC or NA, is the selection of components and the tuner. take one of those out of the equation, and you are sure to wreak havoc on your engine in no time, even at modest levels of power increases.

I do agree though that running that kind of fuel pressure throgh an injector is ludicrous. will be interesting to see how long the injectors seals last, or how long the injectors themselves sustain it.

 

Well stated Z1. I refer not to the actual product in the sense of which company designed it, what kind of quality they are [usually] associated with. I'm talking about the longevity of the actual forced induction componentry... in this case the physical turbo units. I'm sure GReddy (one of our premier vendors!) builds a great system - they have a great reputation for solid products.

Cheers!

AC