niterydr
09-29-2005, 06:05 PM
Well Well Well...
Some of you have seen the supercharged 3kgt we are working on.
Here are the results to date:
First off we do not recommend this product as a direct bolt on unless you have one of these: Our mill (http://www.lse-performance.com/gallery/newshop/mill) . The flange had to be milled 5 seperate occasions.
Secondly, 450's are way to large, we were taking out 24% of the 360's on the dyno today (more to come on this), so that recommondation was somewhat off.
Now on to the good stuff: The supercharger 'kit' is about 90% complete. It needed some tweeks, just like most 'kits' from manafactures, and we expected this coming into it. I am glad we quoted high on it, because of the 10 hours into the kit install we billed for, we have about 40 hours in real time. (the first time it was put on, taking it off and on is 1-2 hours tops now).
The supercharger came with to much fluid in it, and the belt was puny/cheap. Also, the tensioner setup was far from par. To much fluid you say? Big deal right?
Well the car was on the dyno last week, made 2psi with the supercharger belt slipping, (and we had that tensioner fully cranked). Then the belt proceeded to shread and take out a power steering line (on the dyno), at the same time, the end seal on the supercharger blew.
We called Thomas Knight Industries, and they sent us a seal, free of charge, which was great of him. We got it the next day. Unfortunally we also got the pleasure of uninstalling the supercharger to replace the seal (woohoo!), and replacing the ps line. Also we bought a stronger belt, and revised his tensioner design. Also switched out the plugs, cleaned the engine bay from all the oil, etc...
So that brings us to today.
mods we added:
Complete systems:
-Thomas Knight Industries Supercharger kit (eaton M90) with his small '9' psi pully.
-LiteWeight Alky/water injector kit (single stage).
Mods:
Fuel:
-360cc tt injectors (yes there are wired in resistors in the wiring harness)
-Aeromotive regulator kit (our own setup w/our own fuel rail adapter pieces)
-S-AFC II
Engine:
-unorthodox racing adjustable cam gears (3 degrees advance on the exhaust side, we were worried about excess cylinder pressure).
Exhaust:
-gutted main cat, and pre cats (both).
-Borla catback
-Dn Performance downpipe (cut to fit, rear bank pipe was 1" to long).
Interior:
-Boost/Trans temp gauges
Transmission:
-Fully built IPT trans w/ 4000rpm stall.
-inline trans filter
-upgraded trans cooler
-amsoil oil.
Intake:
-DN Performance N/A intake
Ignition:
-MSD plug wires
-NGK BCPR7ES Gapped to .032"
The car also has tein suspension and a bomex body kit, we didn't install the hood scoop, is it will be going to the body shop after this.
So on to the story, after months of delays and empty promises (and problems) we finally complete the car. We get over to the dyno. After 2 hours we manage to SQUEEZE 166whp and 162.17 ft.lbs torque.
It started at 154.46whp and 159.95 ft. lbs torque.
A few things.
1) We were seeing 3psi of boost MAX. The gauge is off by 1 psi, and it takes 1-2 psi to drive the supercharger, so in effect we were breaking even.
2) I know we could have advanced the intake cam and retarted the exhaust cam, but we were truely afraid of it nuking at the 8-9+psi we were 'suspose' to get.
3)We still don't know how liteweights kit is, as it turns on over 4psi :(.
4)We could have ran it a bit leaner, as the a/f ratio is 11.0-11.5 on pump gas, but again, trying not to nuke it.
Needless to say, we are very upset with the way this kit was put together, and marketed. I called him this morning and he told me that the motor is breathing to much now, hince why we have lower boost pressure. I can agree with that, but why, when I tell you what we are doing to the vehicle, do you insist that we will still be running 9psi? Tell me it'll need the larger crank pully BEFORE I put the car together. If I knew it wouldn't break 4, it wouldn't have a alky injection kit on it, we would have kept the stock injectors, and the cam timing would be different. This was after he tried to blame the built auto for robbing power :). Sure its going to lose power comprared to a manual, but still.
Now he is saying that I need to have a machine shop custom machine a larger crank pully to get to the magical 9psi we are suspose to run (11-12 psi gauge/plenum pressure, -1 for the gauge being off (supplied with kit), -2 for the supercharger's lunch).
Apparently we are going to see 15hp per psi over the 3 we make, maybe more since our 'VE' of our motor is "insanly high compared to most".
Please...the motor has adjustable cam gears, intake, and exhaust...whooptie doo...
So now I get to tell our customer that we made more power under the curve, but gained 12whp and 3 ft.lbs/torque.
What a dissapointment. If a product isn't going to work for an application, why continue to stress its okay? Now our customer can either pay to have a customer pully machined, or be happy with his stock performing vehicle with more overall power :(.
Oh, and btw the supercharger doesn't come close to fitting under the hood, as we had to cut a hole in it with our plasma.
Fun times, sorry for the huge rant, I know a few people on here are curious.
Pictures to come on our site this weekend (if I have time).
Hopefully we can get the larger pully made and make some real numbers (with the customers approval).
So close, but so far....
So in the end: Please go Twin Turbo or Single Turbo on your N/A 3000gt/stealth!! This 'supercharger' thing is way overrated.
I know this is dsmstyle, but this is for anyone that will try to buy anything from him, be careful. Hopefully the customer will give the go-ahead on the larger crank pully so we can try to make more boost and actually use 1/2 the parts that are on the car.
Fun fun fun...
Some of you have seen the supercharged 3kgt we are working on.
Here are the results to date:
First off we do not recommend this product as a direct bolt on unless you have one of these: Our mill (http://www.lse-performance.com/gallery/newshop/mill) . The flange had to be milled 5 seperate occasions.
Secondly, 450's are way to large, we were taking out 24% of the 360's on the dyno today (more to come on this), so that recommondation was somewhat off.
Now on to the good stuff: The supercharger 'kit' is about 90% complete. It needed some tweeks, just like most 'kits' from manafactures, and we expected this coming into it. I am glad we quoted high on it, because of the 10 hours into the kit install we billed for, we have about 40 hours in real time. (the first time it was put on, taking it off and on is 1-2 hours tops now).
The supercharger came with to much fluid in it, and the belt was puny/cheap. Also, the tensioner setup was far from par. To much fluid you say? Big deal right?
Well the car was on the dyno last week, made 2psi with the supercharger belt slipping, (and we had that tensioner fully cranked). Then the belt proceeded to shread and take out a power steering line (on the dyno), at the same time, the end seal on the supercharger blew.
We called Thomas Knight Industries, and they sent us a seal, free of charge, which was great of him. We got it the next day. Unfortunally we also got the pleasure of uninstalling the supercharger to replace the seal (woohoo!), and replacing the ps line. Also we bought a stronger belt, and revised his tensioner design. Also switched out the plugs, cleaned the engine bay from all the oil, etc...
So that brings us to today.
mods we added:
Complete systems:
-Thomas Knight Industries Supercharger kit (eaton M90) with his small '9' psi pully.
-LiteWeight Alky/water injector kit (single stage).
Mods:
Fuel:
-360cc tt injectors (yes there are wired in resistors in the wiring harness)
-Aeromotive regulator kit (our own setup w/our own fuel rail adapter pieces)
-S-AFC II
Engine:
-unorthodox racing adjustable cam gears (3 degrees advance on the exhaust side, we were worried about excess cylinder pressure).
Exhaust:
-gutted main cat, and pre cats (both).
-Borla catback
-Dn Performance downpipe (cut to fit, rear bank pipe was 1" to long).
Interior:
-Boost/Trans temp gauges
Transmission:
-Fully built IPT trans w/ 4000rpm stall.
-inline trans filter
-upgraded trans cooler
-amsoil oil.
Intake:
-DN Performance N/A intake
Ignition:
-MSD plug wires
-NGK BCPR7ES Gapped to .032"
The car also has tein suspension and a bomex body kit, we didn't install the hood scoop, is it will be going to the body shop after this.
So on to the story, after months of delays and empty promises (and problems) we finally complete the car. We get over to the dyno. After 2 hours we manage to SQUEEZE 166whp and 162.17 ft.lbs torque.
It started at 154.46whp and 159.95 ft. lbs torque.
A few things.
1) We were seeing 3psi of boost MAX. The gauge is off by 1 psi, and it takes 1-2 psi to drive the supercharger, so in effect we were breaking even.
2) I know we could have advanced the intake cam and retarted the exhaust cam, but we were truely afraid of it nuking at the 8-9+psi we were 'suspose' to get.
3)We still don't know how liteweights kit is, as it turns on over 4psi :(.
4)We could have ran it a bit leaner, as the a/f ratio is 11.0-11.5 on pump gas, but again, trying not to nuke it.
Needless to say, we are very upset with the way this kit was put together, and marketed. I called him this morning and he told me that the motor is breathing to much now, hince why we have lower boost pressure. I can agree with that, but why, when I tell you what we are doing to the vehicle, do you insist that we will still be running 9psi? Tell me it'll need the larger crank pully BEFORE I put the car together. If I knew it wouldn't break 4, it wouldn't have a alky injection kit on it, we would have kept the stock injectors, and the cam timing would be different. This was after he tried to blame the built auto for robbing power :). Sure its going to lose power comprared to a manual, but still.
Now he is saying that I need to have a machine shop custom machine a larger crank pully to get to the magical 9psi we are suspose to run (11-12 psi gauge/plenum pressure, -1 for the gauge being off (supplied with kit), -2 for the supercharger's lunch).
Apparently we are going to see 15hp per psi over the 3 we make, maybe more since our 'VE' of our motor is "insanly high compared to most".
Please...the motor has adjustable cam gears, intake, and exhaust...whooptie doo...
So now I get to tell our customer that we made more power under the curve, but gained 12whp and 3 ft.lbs/torque.
What a dissapointment. If a product isn't going to work for an application, why continue to stress its okay? Now our customer can either pay to have a customer pully machined, or be happy with his stock performing vehicle with more overall power :(.
Oh, and btw the supercharger doesn't come close to fitting under the hood, as we had to cut a hole in it with our plasma.
Fun times, sorry for the huge rant, I know a few people on here are curious.
Pictures to come on our site this weekend (if I have time).
Hopefully we can get the larger pully made and make some real numbers (with the customers approval).
So close, but so far....
So in the end: Please go Twin Turbo or Single Turbo on your N/A 3000gt/stealth!! This 'supercharger' thing is way overrated.
I know this is dsmstyle, but this is for anyone that will try to buy anything from him, be careful. Hopefully the customer will give the go-ahead on the larger crank pully so we can try to make more boost and actually use 1/2 the parts that are on the car.
Fun fun fun...