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#41
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Hmmm. Something's fishy here. Using that calculator, a Vortech owner with a 9lb pulley and a raised rev limit (ie. what Grubbs has been doing) would exceed the 53000 max rpm.
What happens then?
--Steve
What happens then?
--Steve
#42
Originally posted by zimbo
Hmmm. Something's fishy here. Using that calculator, a Vortech owner with a 9lb pulley and a raised rev limit (ie. what Grubbs has been doing) would exceed the 53000 max rpm.
What happens then?
--Steve
Hmmm. Something's fishy here. Using that calculator, a Vortech owner with a 9lb pulley and a raised rev limit (ie. what Grubbs has been doing) would exceed the 53000 max rpm.
What happens then?
--Steve
#43
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thats the one thing that has kept me away from the sc is the ability to make more power on down the road. i know i would like to see a kit that can pull 15-20 psi, and about 500whp much like a turbo. that would definitely sell me on a sc, i dont like going through the hassle of a turbo install which is much harder both to install and maintain.
#44
Originally posted by PoWeRtRiP
thats the one thing that has kept me away from the sc is the ability to make more power on down the road. i know i would like to see a kit that can pull 15-20 psi, and about 500whp much like a turbo. that would definitely sell me on a sc, i dont like going through the hassle of a turbo install which is much harder both to install and maintain.
thats the one thing that has kept me away from the sc is the ability to make more power on down the road. i know i would like to see a kit that can pull 15-20 psi, and about 500whp much like a turbo. that would definitely sell me on a sc, i dont like going through the hassle of a turbo install which is much harder both to install and maintain.
#45
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Originally posted by Forced
I believe we can spin the SC-Trim to 60K with no problems, but we had to put a limit on the bearings. We can make a heavy duty version of the SC-Trim with heavy duty bearings if I get enough demand for it. Going to the 7100 rpm and changing the serpentine pulley on the jackshaft to 3.12 will put the blower at 53,800. I asked one of our engineers and he said it would perform great. Anything more than that may require some heavy duty bearings.
I believe we can spin the SC-Trim to 60K with no problems, but we had to put a limit on the bearings. We can make a heavy duty version of the SC-Trim with heavy duty bearings if I get enough demand for it. Going to the 7100 rpm and changing the serpentine pulley on the jackshaft to 3.12 will put the blower at 53,800. I asked one of our engineers and he said it would perform great. Anything more than that may require some heavy duty bearings.
Are the guys with 9lb vortech pulleys with 7100 rpm running with upgraded bearings right now? What are the consequences?
Can this destroy the blower? Which in turn can destroy the engine because they share the same oil supply? Maybe they should know this?
I'm just thinking out loud...
#46
Originally posted by whosdady
Prior to this you said 50,000 rpm was the max efficient impeller speed and that 53,000 was the absolute max impeller speed... How did this change to 60,000? You don't sound too certain about this 60,000 figure by the way you said it in your last post. "I believe we can spin...."
Are the guys with 9lb vortech pulleys with 7100 rpm running with upgraded bearings right now? What are the consequences?
Can this destroy the blower? Which in turn can destroy the engine because they share the same oil supply? Maybe they should know this?
I'm just thinking out loud...
Prior to this you said 50,000 rpm was the max efficient impeller speed and that 53,000 was the absolute max impeller speed... How did this change to 60,000? You don't sound too certain about this 60,000 figure by the way you said it in your last post. "I believe we can spin...."
Are the guys with 9lb vortech pulleys with 7100 rpm running with upgraded bearings right now? What are the consequences?
Can this destroy the blower? Which in turn can destroy the engine because they share the same oil supply? Maybe they should know this?
I'm just thinking out loud...
#48
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Originally posted by Houston G35
This depends on your requirements:
Ati procharger The good: easy install, good performance, solid company, most overall power at any given PSI. Neutral: quite loud, marginal fuel management, 1 year warranty, self lubricating design. The bad: seems to have minimal upgradeability.
Vortech, The good: highest potential performance, solid company, excellent fuel management, 3 year warranty on SC, software to hook up to your laptop to monitor engine performance. Neutral: most silent of all the SC’s. Bad: Have to tap the oil pan, slightly more pricy install than Ati.
This depends on your requirements:
Ati procharger The good: easy install, good performance, solid company, most overall power at any given PSI. Neutral: quite loud, marginal fuel management, 1 year warranty, self lubricating design. The bad: seems to have minimal upgradeability.
Vortech, The good: highest potential performance, solid company, excellent fuel management, 3 year warranty on SC, software to hook up to your laptop to monitor engine performance. Neutral: most silent of all the SC’s. Bad: Have to tap the oil pan, slightly more pricy install than Ati.
This is why I disagreed with one of the earlier posters of this thread when he said the ATI kit had minmal upgradibility and that the vortech kit had the highest potenial performance. This is untrue becuase the v2 blower isn't able to keep up with the c2 blower ATI produces.
#49
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The way I see the two kits vortech and ATI is like this. Vortech is a good complete kit for a guy/girl that just want to bolt it on a stock engine and keep it at the same boost levels forever because there is no point to over spin the head unit(Over 8psi as proven in this thread). On the other hand, the procharger is more for the hard core guys that wants to upgrade later on and produce more power in the future. Choose one, but I would personally get a SC that has more potential than what I need so in the future I won’t be stuck with head unit limitations.
#50
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Originally posted by LSs1Power
The way I see the two kits vortech and ATI is like this. Vortech is a good complete kit for a guy/girl that just want to bolt it on a stock engine and keep it at the same boost levels forever because there is no point to over spin the head unit(Over 8psi as proven in this thread). On the other hand, the procharger is more for the hard core guys that wants to upgrade later on and produce more power in the future. Choose one, but I would personally get a SC that has more potential than what I need so in the future I won’t be stuck with head unit limitations.
The way I see the two kits vortech and ATI is like this. Vortech is a good complete kit for a guy/girl that just want to bolt it on a stock engine and keep it at the same boost levels forever because there is no point to over spin the head unit(Over 8psi as proven in this thread). On the other hand, the procharger is more for the hard core guys that wants to upgrade later on and produce more power in the future. Choose one, but I would personally get a SC that has more potential than what I need so in the future I won’t be stuck with head unit limitations.
#51
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Out the box I would say Vortech is better because it is what most of us will ever need as far as power. Sure the Procharger will give you more power, but the limiting factor is still gonna be the motor. Both kits are pushing the limit of the stock internals as it is. If you want to make big reliable power youre gonna have to build that motor. And if I were going to be spending that much money to build the motor I would have just gone TT. Just my opinion.
Last edited by importriders; 06-17-2004 at 07:51 PM.
#52
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I agree. As far as long term build-ability (not a word), the Greddy wins hands down. But if your looking at out of the box reliable power, I'd go with the Vortech. (I did go with the Vortech!) For me, for now, a blower that supports 400 rwhp (as noted with cams and 9lb pulley in another thread) is enough.
#53
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My statement about upgradeability was in reference to stock parts. Of course anyone could add components to a system to make it more powerful, more efficient, and more long lasting. I was focusing on the fuel management capabilities of the two systems. The Vortech has and excellent solution which has a great deal of programmability. To the best of my understanding, the ATI is somewhat basic (I understand that other things can be added to change this, but then we are not talking APPLES to APPLES are we?
#54
Originally posted by LSs1Power
The way I see the two kits vortech and ATI is like this. Vortech is a good complete kit for a guy/girl that just want to bolt it on a stock engine and keep it at the same boost levels forever because there is no point to over spin the head unit(Over 8psi as proven in this thread). On the other hand, the procharger is more for the hard core guys that wants to upgrade later on and produce more power in the future. Choose one, but I would personally get a SC that has more potential than what I need so in the future I won’t be stuck with head unit limitations.
The way I see the two kits vortech and ATI is like this. Vortech is a good complete kit for a guy/girl that just want to bolt it on a stock engine and keep it at the same boost levels forever because there is no point to over spin the head unit(Over 8psi as proven in this thread). On the other hand, the procharger is more for the hard core guys that wants to upgrade later on and produce more power in the future. Choose one, but I would personally get a SC that has more potential than what I need so in the future I won’t be stuck with head unit limitations.
#55
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so its the bearings that are the limiting factor to the amount of rpms right? can you sell upgraded bearings that we can install at home or mail a blower back to you to be upgrader for relatively cheap. or would i need an entire new blower?
#56
Originally posted by PoWeRtRiP
so its the bearings that are the limiting factor to the amount of rpms right? can you sell upgraded bearings that we can install at home or mail a blower back to you to be upgrader for relatively cheap. or would i need an entire new blower?
so its the bearings that are the limiting factor to the amount of rpms right? can you sell upgraded bearings that we can install at home or mail a blower back to you to be upgrader for relatively cheap. or would i need an entire new blower?
#57
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is it an expensive process or relatively cheap (i.e. <500)
and how much can i upgrade the bearings obviously there is a limit to the efficiency of the blower of course.
and how much can i upgrade the bearings obviously there is a limit to the efficiency of the blower of course.
#58
Originally posted by PoWeRtRiP
is it an expensive process or relatively cheap (i.e. <500)
and how much can i upgrade the bearings obviously there is a limit to the efficiency of the blower of course.
is it an expensive process or relatively cheap (i.e. <500)
and how much can i upgrade the bearings obviously there is a limit to the efficiency of the blower of course.
#59
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Originally posted by Forced
I think it would be around $300, because we would have to change the seals in it as well, plus labor and possibly new o-rings, etc.
I think it would be around $300, because we would have to change the seals in it as well, plus labor and possibly new o-rings, etc.
#60
Originally posted by Alberto
If somebody wanted an S-trim s/c for their Z would you guys sell it to them? Would it bolt-on, would it work? Besides of course the additional tuning involved....what is the max rpm for the S-trim?
If somebody wanted an S-trim s/c for their Z would you guys sell it to them? Would it bolt-on, would it work? Besides of course the additional tuning involved....what is the max rpm for the S-trim?