^I believe there are diverters on the inlet side on passenger side.

 

That is the size I upgraded from. Now 4.5 thick , thats my concern, but the larger on is shorter so should clear.

Dropped car off at 11pm last night!

There will be a nice c16 run video tapped at the end, but pump gas has always been my thing.

 

Are IC rated based on engine size?


700HP = same size on a 4 banger EVO as it is on a v8 Mustang?

 

Nice, hope to see some big numbers soon. Which ic exactly did you run before, couldn't see from your previous post. I am high cr, 4.15l, and direct injection but plan to run a lot less boost then you with a different charger too so I think my ic should be more than enough for me. Btw, what kind of efficiency do you see with your old IC?

 

^ well have been running issues since June with various crap like 3 faulty MAFs, Voltage issues on the stock MAF, hence the 3 after market ones, a funky DW injector, and the SC spitting a bit of oil on the MAF. so it was hit or miss issues. I never really ran the car hard for very long but running the IC above my car was money in 100 degree weather with about 430rwhp. at 14lbs or so.

we upped the rev limiter with the 2.87 pulley and that started the factory MAF voltage max issue, then the aftermarket, injects etc. etc.

Also I think we need to add in that I am running the T-tim Vortech impeller and its efficiency range is diff than stock, thus affecting temps, not sure how much good or bad, but id assume 14 lbs of T trim runs a bit cooler than 14lbs on a stock impeller... again not totall sure of that but the Ttrim maxes out at 28psi but the stock bearings cant hold that, hence the 928 bearing upgrade for a few hundred to include seals.

but last summer I didnt get to the track in this configuration but I did have a few runs in high heat. It held up like a champ! even late at night the temps were in the 80s and she did fine through a half tank of boost! about 3 hours off and on.

 

they don't tell you what engine size produces that power. FLow is different based on displacment though so it would affect the amount of power. Flow rate to produce 700hp on a 2.2 liter is way different than flow on a 6.0 liter. This is seen by the size of turbo needed.

 

How high speed are these bearings?? Because I did the math and with your T trim gearing, assuming a stock crank pulley, 32/28 cogs, 2.62 pulley at 7350 rpm, you are pushing over 63000 rpm on the impeller! I have been up researching vortech supercharges again... And your T trim (on vortech's site) is maxed out at 58,000 rpm.

 

60,000. I just have ttrim blades ,backend of blower is stock s or si, Kit was orignially for a 2006 350Z anniversary 300 HP rev up engine.

Im pushing about 58000 @ 7000 rpm. My redline is 8300 so ill never ger to see it unless I go back to the 3.12.


Looks like 2.87 is the best for all around rpm w my gearing. Might swap out longer gears soon and leave 2.62 pulley on.


I have never had belt issues until 22psi on a 2.62 pulley but after one adjustment (the max) its been spot on since.

 

Don't you have a v2/v3 backing? The internal gearing ratio is higher than the v1 ttrim. 3.60 vs 3.45, respectively. I also did some calculations and your impeller speed is off the roof. You have the stock (5.75" diameter) crank pulley right?

 

the ceramic bearings for the systems are good to 75k rpms. I don't think these are the 928 bearings though. Some other company sells them and others have used them. Rated to 75k.

On top of that people need to realize that the ratings they have is for prolonged use. They test them at whatever the rating is by putting them at that speed on a machine and keeping them there until they fail. Depending on how long it takes to fail is how they decide it's safe. So it it takes 15 million revolutions to fail at 75k rpms then that might be acceptable for them. Then you say at 80k it takes only 10 million revolutions to fail but they think that is too soon so they say "75k is the max".

So, it can handle higher but will wear out faster than they are willing to warranty. That being said, if you only go over 75k (or whatever hte max is) in the last 500rpm of your power band you need to think how long you are REALLY at the rpm that is over the rating. I would guess around .01% of the life of the supercharger you are below that max rating. Now if you drove around at 7500rpms 24/7 then i could see it being an issue.

i had standard bearings on my vortech sc trim. I was spinning my engine to 8500 rpms on a 2.87 pulley. I think i was like 30k rpms OVER the max rating for the bearings on the vortech. So far i had it on my car for 2 years like that and i sold it to a friend that has ran it for over a year now with no issues. over 20k miles on that supercharger and it's running great because the time i spent in the danger zone was so minimal compared to how much i drove it.

 

^After following your thread I wasnt as worried as the tuner.

5Gall meth tank in the trunk with spare tire accessible!

Android post ftl

computer edit FTW

 

yes to both

stock crank v2

 

question:

max psi rang on stock valve springs, anyone know this answer. I plan on running my car at a healthy 20 psi.

but it would be nice to see 8300 rpms but im sure my boost with be near 25-30psi. lol

22.5@7250

 

start to see valve float around 8k (from what I have read) regardless of psi. But others have said to run 8300 on stock valve springs with no problem.

Either way, its pretty close to the edge.

 

So, what is to stop me from pushing the redline further if I have cams and JWT springs and retainers with a supercharger?

 

^ BAWLLZ!

lol

 

Haha, my motor is set up for much more rpm than I am running, I would be more worried about the supercharger and IAT's

 

400 gas is 500 on E 6900rpm

your good at 12 psi 928 impeller

 

1000hp fmic 5 gallon Meth tank and pump set up.

 

I was thinking closer to 7500+ my engine is blue printed and balanced. I also as above have a Rev up oil pump and JWT cams and springs/retainers installed