Si TRIM VORTECH.
12-30-2007, 02:20 PM
#122
well all i can say is i am glad i am being accepted by the vortech community here at my350z seeing technicaly i am still a noob here. thanks guys!!!!!!!this is the best place for tech talk, i love it.
Last edited by JET MECH; 12-30-2007 at 02:22 PM.
I have a feeling that this will be one of my next moves which means that I'm gonna need a car to get around in.
12-30-2007, 03:56 PM
#126
Alright just came back from a test run with the z these were my findings. first off i bumped my static fuel pressure up by 2lbs to be safe during these runs.all of these findings were 2nd gear full throttle run's. max boost achived at 6600 rpm was 14 lbs a/f's were 12.5 with my current tune and mod's( see first page for list of mod's). 4000 rpm boost was 6lbs. car pulls very hard on second gear roll on. once i hit 5000 rpm i break traction. appears to be no belt slip due to not finding any belt material on top of the s/c or on the bottom side of the hood. repeated these run's 10 times with the exact same out come. if it will max at 14psi at 6600 rpm i will be happy. with the Si trim it just seems to run more efficently! the s/c dose not become heat soaked as it did before. i just think with this mod the s/c is not working as hard to produce mildly higher number of boost and it run's strong constantly even after the engine comes up to temperature. i am not planning on reving the engine to 7100 RPM as the rev up engine in stock form does. i am going to bring the rev limiter down to 6600 during my tuning session for less stress levels on the stock block. who knows what psi level will be hit a 7100 RPM! i do not want to push it at this time without the proper tune. stay tuned for GTM dyno run's in the near future. thanks guys.
Last edited by JET MECH; 12-30-2007 at 05:28 PM.
12-30-2007, 04:20 PM
#127
impeler speed calculations are as follows with my set up.
28 S/C COG
32 G/S COG
2.87 SERP PULLEY
6600 RPM SHIFT POINT 54,554.3
Si-TRIM MAX EFFICENCEY SPEED 55,000 RPM.
as you can see the s/c is not being overspead and is kept within it's peak operating envelope which i think is key! with this impeler designe it seem's to make more boost in the lower rpm range. i am going to list out all of the trim levels and there spec's right from the vortech hard parts catalouge i got a sema this year.
______________________________
V-2 SQ SUPERCHARGER TRIM LEVELS
______________________________
S-TRIM
MAX IMPELLER SPEED 50,000 RPM
PSIG 20PSI
FLOW/CFM 1,000
HORSE POWER 680
ISENTROPIC
EFFICIENCEY 72%
______________________________
SC-TRIM ( 350Z STOCK KIT SETUP )
MAX IMPELLER SPEED 53,000 RPM
PSIG 20PSI
FLOW/CFM 1,000
HORSE POWER 680
ISENTROPIC
EFFICIENCEY 75%
______________________________
Si-TRIM ( WHAT I AM RUNNING )
MAX IMPELLER SPEED 55,000 RPM
PSIG 26PSI
FLOW/CFM 1,150
HORSE POWER 800
ISENTROPIC
EFFICIENCEY 78%
______________________________
E-TRIM
MAX IMPELLER SPEED 65,000 RPM
PSIG 24PSI
FLOW/CFM 1,150
HORSE POWER 750
ISENTROPIC
EFFICIENCEY 76%
_______________________________
T-TRIM
MAX IMPELLER SPEED 55,000 RPM
PSIG 26PSI
FLOW/CFM 1,200
HORSE POWER 825
ISENTROPIC
EFFICIENCEY 73%
_______________________________
as you can see from the spec's it possibly might be a better application than the T-trim for the z! give me some feed back.........
28 S/C COG
32 G/S COG
2.87 SERP PULLEY
6600 RPM SHIFT POINT 54,554.3
Si-TRIM MAX EFFICENCEY SPEED 55,000 RPM.
as you can see the s/c is not being overspead and is kept within it's peak operating envelope which i think is key! with this impeler designe it seem's to make more boost in the lower rpm range. i am going to list out all of the trim levels and there spec's right from the vortech hard parts catalouge i got a sema this year.
______________________________
V-2 SQ SUPERCHARGER TRIM LEVELS
______________________________
S-TRIM
MAX IMPELLER SPEED 50,000 RPM
PSIG 20PSI
FLOW/CFM 1,000
HORSE POWER 680
ISENTROPIC
EFFICIENCEY 72%
______________________________
SC-TRIM ( 350Z STOCK KIT SETUP )
MAX IMPELLER SPEED 53,000 RPM
PSIG 20PSI
FLOW/CFM 1,000
HORSE POWER 680
ISENTROPIC
EFFICIENCEY 75%
______________________________
Si-TRIM ( WHAT I AM RUNNING )
MAX IMPELLER SPEED 55,000 RPM
PSIG 26PSI
FLOW/CFM 1,150
HORSE POWER 800
ISENTROPIC
EFFICIENCEY 78%
______________________________
E-TRIM
MAX IMPELLER SPEED 65,000 RPM
PSIG 24PSI
FLOW/CFM 1,150
HORSE POWER 750
ISENTROPIC
EFFICIENCEY 76%
_______________________________
T-TRIM
MAX IMPELLER SPEED 55,000 RPM
PSIG 26PSI
FLOW/CFM 1,200
HORSE POWER 825
ISENTROPIC
EFFICIENCEY 73%
_______________________________
as you can see from the spec's it possibly might be a better application than the T-trim for the z! give me some feed back.........
Last edited by JET MECH; 12-30-2007 at 04:36 PM.
12-30-2007, 04:50 PM
#129
crappy angle for comparing the impeller differences but you can see a difference just from these shot's. i hi jacked one of your pic's Quamen i hope that is alright!
note the difference on the tread count of the stud comming out of the center of the impeller!!!!!!!that is how much more it protrudes out of the front of the volute plus the blades are deeper and are more aggressive.
note the difference on the tread count of the stud comming out of the center of the impeller!!!!!!!that is how much more it protrudes out of the front of the volute plus the blades are deeper and are more aggressive.
Last edited by JET MECH; 12-30-2007 at 04:59 PM.
12-30-2007, 05:11 PM
#130
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I know that I sound like a broken record but this is definitely some exciting stuff. That is some great info and the Si trim does seem to have the potential to be a better option than the T trim. These should be some interesting dyno's.
12-30-2007, 05:12 PM
#131
Oh bye the way i actually got a CEL light today. i hooked up my OBDII scanner and found out the code is for coolant temp is to low ( below operating temp of thermostat ) i guess i better block off my oil coolers in the cold weather. i least i know my cooling mod's are effective!!!!!!!!
12-30-2007, 05:16 PM
#132
Originally Posted by sentry65
yeah it's a way better option than the T-trim - 78 vs 73% efficiency, and only costs $350 which is small fraction the cost of the T-trim while only sacrificing 25extra max hp
Last edited by JET MECH; 12-30-2007 at 05:20 PM.
12-30-2007, 05:24 PM
#133
the next mod i am going to do is a vented carbon fiber hood for addtional cooling in the warmer months here in vegas, plus i am going to fabricate a naca duct just forward of the s/c in the hood so i get ram air cooling across the top of the volute for more efficency.
12-30-2007, 05:45 PM
#135
yeah I'd be curious what I'd hit with one too, but I'm done with my car for a few months anyway because it's running really well and I'm happy with it. But yeah, it'd probably hit somewhere around 500whp and 400tq or possibly more. I'll have to end up upgrading my fuel pump assembly I think because I'm getting ok fuel pressure, but not exactly ideal. It's just more money to spend on a setup that's not really proven yet and in my case, might even be fatal to the engine.
Maybe in the spring when it warms up I'll revisit the idea of it or maybe when I get some new bigger tires. As it is now, I can't always get traction in 4th gear with it being 50-60 degrees outside. So more power is just not going to make the car any faster unless I want to go 100+mph
If my stock blower dies, I'll probably switch to it and see where things end up, but at the same time I don't really want to push my luck with the stock block.
The efficiency might be 3% higher than the stock blower, but it still looks like it's going to make quite a bit more power all over the powerband and sooner or later the engine just won't handle it no matter what the octane gas, blower efficiency, water/meth injection, or outside temps etc are. Though I'd still think I'd probably get at least a few good months out of that setup if I did do it
Maybe in the spring when it warms up I'll revisit the idea of it or maybe when I get some new bigger tires. As it is now, I can't always get traction in 4th gear with it being 50-60 degrees outside. So more power is just not going to make the car any faster unless I want to go 100+mph
If my stock blower dies, I'll probably switch to it and see where things end up, but at the same time I don't really want to push my luck with the stock block.
The efficiency might be 3% higher than the stock blower, but it still looks like it's going to make quite a bit more power all over the powerband and sooner or later the engine just won't handle it no matter what the octane gas, blower efficiency, water/meth injection, or outside temps etc are. Though I'd still think I'd probably get at least a few good months out of that setup if I did do it
Last edited by sentry65; 12-31-2007 at 10:52 PM.
12-30-2007, 05:46 PM
#136
no vid yet. i was going to wait till the dyno tunning session for that.
OH one more fact.......remember guys in vegas i am at 2100 ft above sea level so if you are in cali in the valley or anywhere closer to sea level you are going to see higher boost levels! at GTM i expect to see slightly higher levels of boost.
OH one more fact.......remember guys in vegas i am at 2100 ft above sea level so if you are in cali in the valley or anywhere closer to sea level you are going to see higher boost levels! at GTM i expect to see slightly higher levels of boost.
12-30-2007, 05:52 PM
#137
Originally Posted by sentry65
yeah I'd be curious what I'd hit with one too, but I'm done with my car for a few months anyway because it's running really well and I'm happy with it. But yeah, it'd probably hit somewhere around 500whp and 400tq.
Maybe in the spring when it warms up I'll revisit the idea of it or maybe when I get some new bigger tires. As it is now, I can't always get traction in 4th gear with it being 50-60 degrees outside. So more power is just not going to make the car any faster unless I want to go 100+mph
If my stock blower dies, I'll probably switch to it and see where things end up, but at the same time I don't really want to push my luck with the stock block
Maybe in the spring when it warms up I'll revisit the idea of it or maybe when I get some new bigger tires. As it is now, I can't always get traction in 4th gear with it being 50-60 degrees outside. So more power is just not going to make the car any faster unless I want to go 100+mph
If my stock blower dies, I'll probably switch to it and see where things end up, but at the same time I don't really want to push my luck with the stock block
01-08-2008, 09:52 AM
#138
sorry it is taking so long for me to get the z dynoed but i am manufacuring a new cold air intake right now.after installing my old cold air intake i noted that i lost 2lbs of boost. so i am designing a higher flowing intake system. i should be getting it dynoed in two weeks. i have also been so busy at work with my promotion it has left me very little free time.
Last edited by JET MECH; 01-08-2008 at 10:51 AM.
01-08-2008, 10:09 AM
#139
Originally Posted by JET MECH
crappy angle for comparing the impeller differences but you can see a difference just from these shot's. i hi jacked one of your pic's Quamen i hope that is alright!
note the difference on the tread count of the stud comming out of the center of the impeller!!!!!!!that is how much more it protrudes out of the front of the volute plus the blades are deeper and are more aggressive.
note the difference on the tread count of the stud comming out of the center of the impeller!!!!!!!that is how much more it protrudes out of the front of the volute plus the blades are deeper and are more aggressive.
01-08-2008, 11:23 AM
#140
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Originally Posted by JET MECH
sorry it is taking so long for me to get the z dynoed but i am manufacuring a new cold air intake right now.after installing my old cold air intake i noted that i lost 2lbs of boost. so i am designing a higher flowing intake system. i should be getting it dynoed in two weeks. i have also been so busy at work with my promotion it has left me very little free time.