- Location
- Columbus, In
Boostec Supercharger Information
- Thread starter O-Gauge Steamer
- Start date
- Status
Talyn
NAXJA Forum User
- Location
- Radford, Communistwealth of Virginia
I know what he is saying, and its still a bit low, even at the wheels.
- Location
- Columbus, In
True, with drivetrain loss it should be what 140-150 ish?
bjoehandley
NAXJA Forum User
- Location
- WeGo, Chi-Town, Ill
But he's at 6,035 feet above sea level ( http://www.pikes-peak.com/Page/29.aspx ) instead of 597 ft (182 m)for Chicago ( http://en.wikipedia.org/wiki/Chicago ), 630 ft (192 m) for Columbus, Indian ( http://en.wikipedia.org/wiki/Columbus,_Indiana ), and 2,103 ft (641 m) for Radford, Virgina.
Talyn
NAXJA Forum User
- Location
- Radford, Communistwealth of Virginia
Correct, around 130-140 or so to the wheels. But I don't know how much elevation would decrease that. If it really loses ~20 hp where he is, screw that, I'm staying at this elevation. lol.
O-Gauge Steamer
NAXJA Forum User
- Location
- Colorado Springs, Colorado
P235/75R15 tires with 3.55:1 stock gearing, AW4. If I remember my math and I'm sure to be corrected, which is all good, I should lose about 39.4hp at the crank for this altitude. I think it is a loss of 5.628hp per 1000' of altitude. Anyone want to chime in? that would drop me to a theoretical 150.6 at the crank,as I am much closer to 7,000'. Then powertrain loss and 133,000+ miles.
The official elevation here is the airport which is in the southeast and lowest part of town. We have over 1,000' of altitude change here inside of the town limits. It is a bit hilly... Not hil billy.
It will be interesting to see where it goes. Post blower, I intend to go with 4.11:1s with a P285/75R16 tire set. Then another dyno run. I am holding off on the re-gear as I do not want to skew the results of the dyno. Some, less scrupulous, hacks might regear and run the smaller tire bumping the results.
I am chasing this for everyone, so am being 100% honest...
And yes, we pay a stiff penalty to live up here performance wise. This is just one of the reasions I am chasing the blower.
The official elevation here is the airport which is in the southeast and lowest part of town. We have over 1,000' of altitude change here inside of the town limits. It is a bit hilly... Not hil billy.
It will be interesting to see where it goes. Post blower, I intend to go with 4.11:1s with a P285/75R16 tire set. Then another dyno run. I am holding off on the re-gear as I do not want to skew the results of the dyno. Some, less scrupulous, hacks might regear and run the smaller tire bumping the results.
I am chasing this for everyone, so am being 100% honest...
And yes, we pay a stiff penalty to live up here performance wise. This is just one of the reasions I am chasing the blower.
bjoehandley
NAXJA Forum User
- Location
- WeGo, Chi-Town, Ill
I'd love to run one of those "down here" in Chicago on mine.
NorCalChris
NAXJA Forum User
- Location
- Central Coast, Ca
I measured 106HP with 35s on stock gearing with an auto.
yes bigger tires do affect the reading of the dyno. I swapped out 35s for 225/70r15s and went from 106 to 133hp.
O-Gauge Steamer
NAXJA Forum User
- Location
- Colorado Springs, Colorado
^^106 at sea level with 35s sounds about right, What gear set? The rolling diameter of the tire changes the final drive ratio. As can be seen by NorCalChris's post. Part of the reason my baseline is as low as it is is the P235/75 tires. That makes them what, 2ish" over stock?
My "problem" is if I regear/tire now, I'll have to do another baseline dyno run to reflect the changes. I do not expect to have FI anytome soon as the unit I am in line for has to be replaced with the top mount TJ kit currently being made. We will replace the side mount in the 2005 TJ with the top mount. Tooling for the castings is nearly complete. I did hear that Perfect Power is sending a Guru to Australia here very directly to work on the PCM interface. That is good news for not only the TJ folks, but me too...
And yes, I am already eyeing boost gauges and a dual pillar pod. I figure I might as well put the ARB air pressure gauge up there too. I just realized that a good chunk of my Heep is going to be from OZ. ARB Lockers, Sprintx Supercharger and a Davies-Craig Electric Water Pump. Cheese and Rice, that's traction, power and cooling...
My "problem" is if I regear/tire now, I'll have to do another baseline dyno run to reflect the changes. I do not expect to have FI anytome soon as the unit I am in line for has to be replaced with the top mount TJ kit currently being made. We will replace the side mount in the 2005 TJ with the top mount. Tooling for the castings is nearly complete. I did hear that Perfect Power is sending a Guru to Australia here very directly to work on the PCM interface. That is good news for not only the TJ folks, but me too...
And yes, I am already eyeing boost gauges and a dual pillar pod. I figure I might as well put the ARB air pressure gauge up there too. I just realized that a good chunk of my Heep is going to be from OZ. ARB Lockers, Sprintx Supercharger and a Davies-Craig Electric Water Pump. Cheese and Rice, that's traction, power and cooling...
Back in December 15th Rick told me that something's not compatible between the US and Aussie ECUs, and that the perfect power folks were coming over from Australia the first two weeks of January specifically to sort everything out.
IMHO, Rick should talk to Talyn and/or Bryson regarding the AEM (30-1913) FIC piggyback. It's a proven product, and you don't have to go outside America to get things sorted.
h-townxj
NAXJA Forum User
- Location
- Hanford, Ca
They are twin screw
O-Gauge Steamer
NAXJA Forum User
- Location
- Colorado Springs, Colorado
It is indeed a rotory screw compressor. Along the lines of a commercial air compressor you find in buildings...
The blower also has helical drive gears that make it exceptionally quiet. One of the things Sprintex does is to machine a slot down the center of the gear teeth. This allows the oil to escape the mesh without causing heat buildup. The net on that is a cooler air charge as compared to a roots type (conventional) SC. There is, on the Mini's blower kit, a 40C difference in discharge air temp between the stock Eaton and the Sprintex replacement. This is due to the helical gears and rotory screw blower vs straight cut gears and roots type blower.
There is a fellow in England that replaced his stock blower with ours and picked up .6 seconds in the quarter. He is supposed to swap in a "hot head" and have another go this weekend.
The blower also has helical drive gears that make it exceptionally quiet. One of the things Sprintex does is to machine a slot down the center of the gear teeth. This allows the oil to escape the mesh without causing heat buildup. The net on that is a cooler air charge as compared to a roots type (conventional) SC. There is, on the Mini's blower kit, a 40C difference in discharge air temp between the stock Eaton and the Sprintex replacement. This is due to the helical gears and rotory screw blower vs straight cut gears and roots type blower.
There is a fellow in England that replaced his stock blower with ours and picked up .6 seconds in the quarter. He is supposed to swap in a "hot head" and have another go this weekend.
Talyn
NAXJA Forum User
- Location
- Radford, Communistwealth of Virginia
http://www.sprintex.com.au/sprintex/superchargers/ Possibly a twin screw based on that.
h-townxj
NAXJA Forum User
- Location
- Hanford, Ca
Pulling out my popcorn..... Lol honestly at least boostec supports their own product. As far as avenger I have had good and bad luck mostly due to the fact that I have an old system but luckily kennebell tech has been super helpful to me along with aem. And boostec has the most complete package right now besides the issues with newer years ecu which is understandable newer is more complex because of the safety peramiters built into the ecu it fights your tune. I like the boostec kit after reading more on the sprintex units I'm impressed full billet case looks beautiful and strong. But i am nit a fan of the extra injector still. But they have sucess with it so it obiously works. The only possible issue I could see is getting parts since there not inthe us. But usually just the bearings fail which are easy to come by. I like this kit I'm interested to see dyno charts and more tests. Would I be the test bed if offered? HECK YA! Lol . Electric waterpump is cool but I'ts not for me.
O-Gauge Steamer
NAXJA Forum User
- Location
- Colorado Springs, Colorado
h-townxj,
You bring up a very good point about parts availability and also not asked but inherent in the question, system availablity. Right now there are 10 complete systems sitting waiting to be shipped. Parts to be stocked for spares are being identified based upon Sprintex data bases.
The extra injector seems to a mojor sticking point for folks. It would be simply great if it were possible to get the Chrysler PCM to behave itself. But that has not porved to be a fruitful avenue of exploration. Also consider that a CARB certification is in the works as well. This is needed so the systems can be legally driven on the street in California. Every aftermarket Sprintex SC sold has the extra injector, so the technology works. I'll be honest, a moist manifold seemed odd to me at first. But i can't argue with success.
As you pointed out machining the case out of billet is an expensive way to make the part. Hours on a CNC machining center. But it provides the best possible part due to the metallurgy. The graining of the billet aluminium causes the part to be inherently stronger than a cast part. This is why the case containing the rotors and their bearings are machined out of billet and the other parts are machined castings.
Unlike previous ventures, this system is backed by an OEM manufacturer. Sprintex is a world wide supplier just attempting to break into the US market. I am going to post here a copy from their web site:
"Sprintex is owned by ATG Automotive Technology Group Limited, an automotive engineering company based in Perth, Western Australia, which is listed on the Australian Stock Exchange (ticker: ATJ).
The origins of Sprintex began in the United Kingdom over 25 years ago where the first patented twin-screw Sprintex unit was produced. Since those beginnings, the Sprintex unit has been developed, evolving from the S102 twin screw to the current fifth generation Sprintex unit.
Sprintex is unique as it is one of only a select number of companies around the world that produces a twin helical screw type supercharger, for which it holds world wide patents. The patented Sprintex twin screw supercharger is a mechanically driven rotary compressor with two helical lobed rotors, which rotate in opposite directions. One rotor takes the form of the left-hand helix, the other the right hand helix and the two mesh together to form chambers which carry the air. The rotors never touch, but are timed by a pair of gears operating in a lubricated chamber which is separated from the rotor chamber.
As well as manufacturing their patented twin screw supercharger, Sprintex also designs supercharger systems to suit specific vehicles. All conversions are bolt on in nature allowing for easy installation and complete compatibility with the vehicle’s engine. The advantages of installing a Sprintex supercharger system in your vehicle are considerable with increases in power (35%), improved torque from idle (35%), absence of lag and of course improved driving performance. The high efficiency low boost nature of the Sprintex supercharger results in lower discharge temperatures and greater volumetric efficiency therefore ensuring maximum performance output without sacrificing the life of your engine."
With 25 years of constant development they understand the weak points. Every thing has a weak point. Spares will be available in the US. Sprintex is dedicated to making the US market a significant portion of their customer base. Full support is to be provided.
Referencing past systems (I'll say it again) is not relavant in any way, shape or form to what is on the market today. This is a new, to the US, design fabricated in Australia by a multi-million dollar company that provides OEM solutions to several car manufacturers. So, in a nut shell, this situation is completely different than anything that has happened in the US ever. Nothing comes even close.
As for me, I am in an unique position. And although my involvement has been, in fact, only a few months, they have been exceptionally intense months. I find myself interfacing with Senior Development Engineers at both the Sprintex and Davies-Craig companies. The Engineers I have been interfacing with appear to value my input as some of them are going into production.
If you had to put a label on me, it would be Consulting Engineer and what I am getting out of it is the satisfaction of positive contributions.
I am glad you are getting help from to resolve the Avenger issues. I looked into that system in 2000 but just could not see how the PCM could manage the fuel across the spectrum. I mean, I had problems enough finding injectors for the 4.7 that would not drown the engine when cold and in open loop. Plus I really did not want a hole in my hood... Folks I know here locally that have them have concerns about going lean at higher RPMs. Enough so they can feel the power drop off. Has this been your experience as well?
You bring up a very good point about parts availability and also not asked but inherent in the question, system availablity. Right now there are 10 complete systems sitting waiting to be shipped. Parts to be stocked for spares are being identified based upon Sprintex data bases.
The extra injector seems to a mojor sticking point for folks. It would be simply great if it were possible to get the Chrysler PCM to behave itself. But that has not porved to be a fruitful avenue of exploration. Also consider that a CARB certification is in the works as well. This is needed so the systems can be legally driven on the street in California. Every aftermarket Sprintex SC sold has the extra injector, so the technology works. I'll be honest, a moist manifold seemed odd to me at first. But i can't argue with success.
As you pointed out machining the case out of billet is an expensive way to make the part. Hours on a CNC machining center. But it provides the best possible part due to the metallurgy. The graining of the billet aluminium causes the part to be inherently stronger than a cast part. This is why the case containing the rotors and their bearings are machined out of billet and the other parts are machined castings.
Unlike previous ventures, this system is backed by an OEM manufacturer. Sprintex is a world wide supplier just attempting to break into the US market. I am going to post here a copy from their web site:
"Sprintex is owned by ATG Automotive Technology Group Limited, an automotive engineering company based in Perth, Western Australia, which is listed on the Australian Stock Exchange (ticker: ATJ).
The origins of Sprintex began in the United Kingdom over 25 years ago where the first patented twin-screw Sprintex unit was produced. Since those beginnings, the Sprintex unit has been developed, evolving from the S102 twin screw to the current fifth generation Sprintex unit.
Sprintex is unique as it is one of only a select number of companies around the world that produces a twin helical screw type supercharger, for which it holds world wide patents. The patented Sprintex twin screw supercharger is a mechanically driven rotary compressor with two helical lobed rotors, which rotate in opposite directions. One rotor takes the form of the left-hand helix, the other the right hand helix and the two mesh together to form chambers which carry the air. The rotors never touch, but are timed by a pair of gears operating in a lubricated chamber which is separated from the rotor chamber.
As well as manufacturing their patented twin screw supercharger, Sprintex also designs supercharger systems to suit specific vehicles. All conversions are bolt on in nature allowing for easy installation and complete compatibility with the vehicle’s engine. The advantages of installing a Sprintex supercharger system in your vehicle are considerable with increases in power (35%), improved torque from idle (35%), absence of lag and of course improved driving performance. The high efficiency low boost nature of the Sprintex supercharger results in lower discharge temperatures and greater volumetric efficiency therefore ensuring maximum performance output without sacrificing the life of your engine."
With 25 years of constant development they understand the weak points. Every thing has a weak point. Spares will be available in the US. Sprintex is dedicated to making the US market a significant portion of their customer base. Full support is to be provided.
Referencing past systems (I'll say it again) is not relavant in any way, shape or form to what is on the market today. This is a new, to the US, design fabricated in Australia by a multi-million dollar company that provides OEM solutions to several car manufacturers. So, in a nut shell, this situation is completely different than anything that has happened in the US ever. Nothing comes even close.
As for me, I am in an unique position. And although my involvement has been, in fact, only a few months, they have been exceptionally intense months. I find myself interfacing with Senior Development Engineers at both the Sprintex and Davies-Craig companies. The Engineers I have been interfacing with appear to value my input as some of them are going into production.
If you had to put a label on me, it would be Consulting Engineer and what I am getting out of it is the satisfaction of positive contributions.
I am glad you are getting help from to resolve the Avenger issues. I looked into that system in 2000 but just could not see how the PCM could manage the fuel across the spectrum. I mean, I had problems enough finding injectors for the 4.7 that would not drown the engine when cold and in open loop. Plus I really did not want a hole in my hood... Folks I know here locally that have them have concerns about going lean at higher RPMs. Enough so they can feel the power drop off. Has this been your experience as well?
h-townxj
NAXJA Forum User
- Location
- Hanford, Ca
Ya with avenger you can feel the drop in rpm. I'm almost back up and running but 2 pins in my fic harness I accidentally depinned and now are causing a short so that's to be fixed. But I bought my avenger knowing the issues and knowing I'd be buying a piggyback. If the boostec kit is up and running when I'm ready hear in California it will probably go on the xj. Right now the xj is all stock and untouched lol.
Ya the chrystler ecu is a pain but well se how it behaves after it's all done. Hopefully next month I can afford my tune at Bisimoto in socal so it can be spot on.
I'm lookin forward to seeing more of this kit and hopefully they can get CARB approval it's a pain in the rear and strict as hell. But if not it's not like I'm CARB legal anymore anyway.
Ya the chrystler ecu is a pain but well se how it behaves after it's all done. Hopefully next month I can afford my tune at Bisimoto in socal so it can be spot on.
I'm lookin forward to seeing more of this kit and hopefully they can get CARB approval it's a pain in the rear and strict as hell. But if not it's not like I'm CARB legal anymore anyway.
- Status
