It has been a decade since the DE came out and the platform has seen its fair share of FI kits flooding the market ranging from some not so great ones to some plain and simple awesome ones. However with turbos giving out generous portions of power it has hogged all of the attentions leaving the supercharged options starvingly skinny and realistically only down to the Vortech. Nothing wrong with the Vortech and it has demonstrated to be tried and true option with great results, but where is the excitement and what if i want chocolate and not vanilla?

GTM has been hard at work on the VHR and has released a vast array of upgrades for it that have gained great popularity. One in particular is their latest rotrex based supercharger kits. If you haven't seen it yet, go to their site and check it out right here (VHR STG1) and here (VHR STG2). Not too shabby right? But sadly, that's for the VHR and we are DE (minus those few HR guys). Luckily enough, that will no longer be the case and a similar kit is currently being fitted on a DE and yours truly my DE

The project started a few months ago and should be done fairly soon. From a high level view, these are the parts that will go in my car on top of my well modified built 4.15L 11CR block, more info can be found here (11:1 VQ42DE).

A little comparison I did between this kit and the vortech. link to pros/cons

Part List

Parts as of 1/3/2012
-Rotrex C38-91 with GTM housing
-GTM 24x17x3.5 Intercooler
-GTM MAFS
-Aquamist HFS3 pure water injection with direct port injection
-Relocate alternator to the top
-Remove passenger side coolant pipe and replace with the HR down the middle route
-Uprev Osiris tune
***update 3/1/2012***
-Black powder coating pipes
-Black thermal coating FMIC
-Replace Rebello custom grind camshaft with Tomei 264/264
-Replace walbro 255lph with Aeromotive 340lph
-Replace DW 600cc injectors with Bosch EV14 1000cc
-Replace Southbend DXD-B 6puck clutch with GTM/Exedy Twin Carbon
-Replace Unorthodox Flywheel with Exedy Single-mass Steel Flywheel
-Replace Z1auto solid motor mount with OEM
-GTM Return Fuel System
-Tune for 109/100/93/91
***update 9/12/2012***
-Used the Rotrex C38-92 as oppose to the 91 (3.5" inlet as oppose to 3")
-Replaced the MREV2, 5/16th spacer with teh Cosworth Manifold
-Additional injection nozel placed right before the intercooler
-Replaced the Tomei 264/264 with GTM SC Stage 3 cams 302/292
-Added a 34 row Setrab oil cooler
-Replaced the SGM LTH for VHR stock headers with TP

Media

Well enough talk and here are some pics as of 1/3/2012





Update pics for new perfectly machined brackets 3/4/2012



Update pics for the finished installation minus the tune 9/12/2012

http://www.youtube.com/watch?v=5QRpc...1&feature=plcp

Dynos

Lastly here is an old dyno of my car from 2010.


Green: Your run of the mill boltons with tune
Blue: Built 4.15L longblock

First priliminary dyno run with 9psi compared to NA done in 4th gear (will be higher if done in 5th) 9/12/2012


Red: Stage3 GTM kit with 9psi
Blue: Built 4.15L longblock with Cats

As a side note, I know there are some of you guys that have their differences with GTM but this thread is not about that so please keep those to yourself.

 

Dude!!!

 

wow! cant wait for this

 

So basically it's an hr kit modded to fit a de right

 

subed

 

Not really since the front timing cover is different and that kit uses teh c38-81 as oppose to the 91.

 

thats an 80lb/min blower so it should make some good power.

 

^In case you or anyone is interested. For some reason rotrex doesn't have the spec of the C38-91 on their site.

 

I've had my car worked on by GTM for my single turbo set-up. Would this SC set-up happen to be CARB-legal or is Sam and crew applying for it?

 

^I am not sure, perhaps Mike and Sam will answer that question.

 

Good luck, I hope you get done soon and are happy with the results!

 

I bet its going to be a beast! can wait for results!

 

We have every intention of getting this kit approved once we finalize the kit. We already have the test letter for the kit, we just have a few minor details we need to iron out with CARB to get it done.

 

Not exactly, since this is a single throttle body application. We're using our Twin Turbo intercooler core here and shorter overall piping. Also, like Gabe said, the brackets are very different. In a nut shell we are taking every thing we have learned over the years from all the other kit on the markets including ours and coming back with the ultimate Sc kit for the DE
platform .

This kit will have the best power potential, the best belt wrap and tensioner system out the of gate .


Here is a pic showing the difference in size between the HKS unit and ours.



Stay tuned for more

Sam

 

looks like you want to pulley it to spin it at 80k rpms to make 15psi and like 60lb/min to still maintain good efficiency

too bad you are only using 6 ribs on the 8 rib SC pulley, but that would be quite a few other pulleys that would have to be modded for 8 rib

 

The pulley in the picture is actually an HR pulley for mock up purposes and is in fact a 7 rib pulley. The final DE pulley will be a 6 rib pulley.

 

Thanks for dropping in Mike and Sam, by the way is that a pic of the 7040?

 

It has to be... a 7404. The C38 line up is the biggest they make at the moment. Are these C38's spec'd differently than the standard Rotrex? That intercooler is ginormous.. where are you locating the supercharger oil cooler and are you running another type of engine oil cooler? How does the intake pipe run? I really like the set up so far.

 

I believe the internals are the same as the normal Rotrex, but the housing is custom made by GTM.

I'm going to guess that GTM is going to put the supercharger oil cooler on the passenger side next to the FMIC. I'm also planning to get an oil cooler + spacer as well and that will most likely be on the driver side next to the FMIC. Not sure if you've notice, but just in case you didn't, the oil filter is relocated to the front of the timing cover.

The air filter is a tricky one since my car has LTH, I talked to GTM and it looks like we may have two options. 1, sitting parallel to the location of the OE cats with practically no bends in the piping or 2, U-turning back into the bumper. Not exactly sure which one will be on my car. I prefer option 1 as it is easier to access and has less bends, but that might require me to get rid of my SGM LTH, so.... we'll see how things progress.

 

Pretty sweet for sure.