Nexx

iTrader: (41)

getting my blown motor built here soon.

thinking about getting going for a T-Trim blower while im at it. doing whatever pulley mods to reduce slippage as much as possible.

everyone has a monster tt setup these days. how about a 500whp+ vortech to represent?

jouvert00

iTrader: (9)

Subscribing.......

iStan

iTrader: (29)

GL Nexx!

Nexx

iTrader: (41)

thanks istan,

i think i got a deal worked out for a greddy tt setup with a built block to be installed by forged but im keeping my options open.

JonnyC

iTrader: (19)

Would it be cheaper than going the TT route? Otherwise, TT would probably be the way to go, unless you simply want to show what can be done with the Vortech. jkstar had the Si trim on a built motor but decided to scrap the whole thing when he wasn't getting the power he wanted.

sentry65

iTrader: (11)

just curious, why the T-trim and non Si-trim?

Nexx

iTrader: (41)

si-trim? havent even considered that.. need to do some more reading.

Floridaboy1605

iTrader: (4)

Not to be the bearer of bad new but the si-trim does not have the best track record so far!!!!! 0 for 3 so far that i know of!

Hexxum001

iTrader: (3)

How did you blow your engine Nexx??

iStan

iTrader: (29)

I'm going to have to agree. I wish everyone had followed Jet's advise and not done the SI until he was done.

If you upgrade to the T-Trim, what gets replaced, ie salvageable for sale?

^12 psi drag racing

sentry65

iTrader: (11)

well the T-trim doesn't exactly have the best track record either. Probably about equal to the Si-trim

so far one Si-trim went bad after 50 miles and the person didn't want to fix it
another person gave up when the intake temps were high
Jet is hanging in there and it seems his only hurdle now is the rear cog pulleys for the REVUP. There weren't any belt slipping problems on the non-REVUP that jeremy@PF was tuning, so it might just be a REVUP hurdle specifically

For the T-trim, to date:

booger had belt slip issues on the stock serp belt setup with 2.87+34 cog and 3.12+34 cog. He switched to an all cog setup and is replacing the bypass valve with a higher flow one, but so far appears to be running fine up to 16psi where the SS box maxes out

Dsport originally ran that cog belt setup with a T-trim and tried to rev to 8000 rpms, but never could reliably get past 7000 or even 6600 rpms without belts snapping. He went through several belt designs before running the one that Booger later bought

Diesel runs a T-trim with a modified serp belt setup with the GTM pulley and TIMROD layout. Sam got it working even though it did appear to possibly be slipping a little in the upper rpms. Shortly after his engine blew on the track


to date, none of the larger blowers have worked out well or at least without a lot of extra work, but I'd think the Si-trim will have a better chance than the T-trim since it flows a little less and is more efficient

IMO more displacement via a stroker and/or bore kit is going to be one of the best moves towards making the Si/T-trim not slip and work better.
Want a 20% larger blower? Then get a 20% larger engine if you want the normal reliability the stock kit has

JET MECH

iTrader: (2)

Like i said before so far on a stock 10.3:1 CR VQ the Si-trim appears to have alot of potential per Sam's findings. the only problem i am having at this point is the cog belt drive on the back of the supercharger. if i was running the stock vortech revup cog set up ( 34 j/s 32 s/c cog setup) i know i would not be having these problems. but with this stock setup the boost comes in too late in the rev range. this is why i went with the non revup (32 j/s 28 s/c cog setup). the blower spools up alot quicker and tourqe increases dramaticly!! people may not realize this but on a revup vortech the distance between the j/s cog and the s/c cog is substantial less than the non revup. that is why the cog belt for a non revup will not work on a revup,the belt ends up being to long! i have done a bit of research and found that all cog belt manufacturers offer either belts that are to long or to short for my application. the belts go from a 560 to a 480, nothing in between which is what i need. that is why we are trying to designe a cog belt idler pulley designe where two flanged idlers are installed. one top and one bottom to pinch the belt more to take up the additional slack of the belt. that way we can utilize the 560 belt. in theory it should work. wish me luck!!!

Nexx

iTrader: (41)

great info guys! keep them coming!

Vash350Z

iTrader: (9)

How did you blow your motor?

iStan

iTrader: (29)

according to another thread.

booger

iTrader: (6)

getting to 500whp with a serp pulley isnt going to happen unless you run your car on a high reading dynojet or a load base with a huge correction . Something like this guy un-intentionally did and he found out how much diff it can make

<TABLE class=tborder id=post4765734 cellSpacing=0 cellPadding=6 width="100%" align=center border=0><TBODY><TR><TD class=thead style="FONT-WEIGHT: normal"> 12-02-2007, 12:34 PM <!-- / status icon and date --></TD><TD class=thead style="FONT-WEIGHT: normal" align=right>#32 </TD></TR><TR vAlign=top><TD class=alt2 width=175>Crom<SCRIPT type=text/javascript> vbmenu_register("postmenu_4765734", true); </SCRIPT>
Valhalla


https://my350z.com/forum/image.php?u...ine=1202026244

Join Date: Sep 2004
Location: Huntington Beach
Posts: 1,104
<!-- Kyle -->iTrader: (15)
<!--Kyle -->



</TD><TD class=alt1 id=td_post_4765734><!-- message -->Actually I was going to post this ina different thread but I just got back from dynoday at JER. And I have a comparo from before and after the turbos were rebuilt...

Before: DynoJet: 545rwh, 500trq -13psi
DynoDynamics:450rwh, 500trq -13psi

After: DynoJet: 535rwh, ?trq - 14psi
DynoDynamics: 430rwh, 530trq -14psi

These new rebuilt jobs obviously lose out a little..but it feels like it spools faster and in alot more responsive at the lower rpms...
<!-- / message --><!-- sig -->__________________
2003 SS Track, Sparco seats...5??RWH 535TRQ -14psi DJ...Special thanks to Goliath Construction, Corner 3 Garage, Sam@GTM, Acree, Mike@ClearCorners, Iron Horse Autobody, Rick@Status, Chris@F1, Bing@Elemental Designs...
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here is the thread..post 32 I believe
https://my350z.com/forum/forced-induction/318406-aps-tt-replacement-and-upgrade-info.html

serp belts arent made to turn a pulley that gets harder and harder to turn as rpm's rise . At some point the belt will slip
<!-- / post 4765734 popup menu -->

booger

iTrader: (6)

SENTRY
You seem to think you know about every ones set ups , but never seem to get it quite right .
I never ran the 2.87 and the 34 tooth cog . I ran the 3.12 and 34 tooth to simulate the 2.87 and to try to avoid slipage as much as possible . Even though the SS box only controls to 16psi . I have enough timing and fuel tuned in to take it to 20psi [ although I havent done it much ] After I go past 16psi , the settings hold till redline

DMK

iTrader: (6)

Damn, so you blew your engine on the 2.87 Non-Revup and stock block? How was your AF tuned during WOT/redline? 2.87 should have been fairly safe.

Nexx

iTrader: (41)

my a/f was smooth 11:5 or so on the average.

DMK

iTrader: (6)

11.5 is still considered safe, maybe just bad luck? I am guessing you were making 400+whp. What exactly happened to the engine? Good luck on the rebuild. I say, just go TT.