GE8 1.5L Supercharger Kit.
#21
So if you do end up going DIY don't listen to nay-sayers who have never done it, or did it without educating themselves in the process.
I would be happy to walk you through this. There are 4 other members on this forum I have helped with their boosted setups, one of which has already dyno'd at 202hp and 190lb-ft on 10-12psi on a GE Auto and he drives it daily in 95-105*F weather (Jakarta, Indonesia) with no issues on crappy fuel..
If you have a shop that is remotely convenient to get to that owns a dyno I can help you gather everything you need, put it together and base tune it to drive to said shop for "proper" tuning.
Or I can point you to resources so you can tune yourself which would be ideal, really.
Though I don't see why this blower wouldn't work on our North American models.. it bolts directly to the intake after all and I don't see why they would change something that major between markets on an economy car. There may be a few odds and ends that would need to be tweaked or substituted but the main components should work.
Last edited by DiamondStarMonsters; 02-13-2011 at 04:07 PM.
#22
Though I don't see why this blower wouldn't work on our North American models.. it bolts directly to the intake after all and I don't see why they would change something that major between markets on an economy car. There may be a few odds and ends that would need to be tweaked or substituted but the main components should work.
#23
Exactly that is what I am thinking, I just love the design of a SC like this. The KWSC is nice but this thing just looks amazing and if I am correct it will allow you to use any type of intake because of its direct stock bolt on to factory air box according to the spec sheet. I am convinced this thing will rock, but what i am curious about is how the ecu will deal with this and if a piggyback or reflash would be necessary to really take advantage?
That is probably about the only real advantage to a supercharger on our cars vs. turbo.
All you need is the compressor, a belt & pulley, then the fuel and tune to support it.
So really all we need is to establish whether or not the parts to mount and drive the supercharger fit our cars, and then the rest is universal.
But be advised this is a positive displacement blower and it will behave distinctly different from either a Rotrex or a Turbo.
Because both the Rotrex and the Turbo are centrifugal compressors which rely on accelerating the air and slamming it against the compressor housing to create boost.
This device is forcing 0.59L gulps of air at time into the engine on top of what it would normally, or literally blowing the air like a fan that can produce pressure. So what you get is effectively a 2.1L engine with a supernatural VE through low and mid-range.
This is an oversimplification of course but basically what is going on.
There are pro's and con's to this setup of course, and whether or not you will enjoy it depends on how you drive it.
For street or autocross this could make for a real beast. For highway roll-ons or drag racing it would still pack a punch but towards the top it should start to fall off as the engine is catching up to the superchargers ability to deliver.
Power won't be as linear as a Rotrex and you won't have that "hit" and slingshot feel from a turbo, but this Sprintex will have a lot of grunt for passing power.
So for a lot of people here I think this could be a winner.
That is just my 2psi. And for $3 grand I think that is a good deal even if only 85% of the parts bolt up, this is ofcourse assuming the Sprintex is one of those aforementioned parts... ;D Especially when you consider KW wants $2200+ for just the Rotrex its self!
The real advantage to this Sprintex vs. the Rotrex is you have to wait till redline to see max boost on a Rotrex.
The Sprintex style S/C delivers full boost almost immediately, and by-passes the rest of the air as needed at low-rpms!
So the Rotrex might give you 5psi @ 3500rpm, and 10-11psi @ 7000rpm, but the Sprintex style should give you full boost right away and hold it almost all the way to redline.
But the Sprintex takes more energy from the crank than the Rotrex and a comparable size turbo only saps power in the form of restriction and backpressure.
The Sprintex will be about as efficient or slightly less than a Rotrex, and both are inferior to a Turbo in terms of efficiency on pump gas.
Last edited by DiamondStarMonsters; 02-13-2011 at 05:24 PM.
#24
looking at the GE pdf again...
the msrp is stated in USD and not AUD so that alone is very exciting (unless of course that it is a typo or just a document intended for US readers)
have a local friend in AUS that I'm trying to contact to bring more info from the guys at Sprintex... here's hoping....
the msrp is stated in USD and not AUD so that alone is very exciting (unless of course that it is a typo or just a document intended for US readers)
have a local friend in AUS that I'm trying to contact to bring more info from the guys at Sprintex... here's hoping....
#28
@DiamondStarMonsters: I would love to hear more of what your thoughts on how the sc is installed to fit in our usdm...
usdm fit
installed jdm fit
sprintex pdf
thanks!!!
usdm fit
installed jdm fit
sprintex pdf
thanks!!!
#29
@DiamondStarMonsters: I would love to hear more of what your thoughts on how the sc is installed to fit in our usdm...
usdm fit
installed jdm fit
sprintex pdf
thanks!!!
usdm fit
installed jdm fit
sprintex pdf
thanks!!!
So let me see what I can find and then hopefully some of the other FF members looking into this that have contacted Sprintex get some feedback as well!
Off to look at JDM GE intake mani's...
Last edited by DiamondStarMonsters; 02-14-2011 at 03:54 PM.
#32
That is one of my concerns but I am 98% confident that the engine and accesories are in the same configuration.
I just can't imagine them changing any more than they absolutely had to between markets on a car this inexpensive.
#34
The only difference I can see as far as the main engine components is the position of the brake fluid reservoir. That is of course purposely ignoring the main differences like windshield fluid reservoir, radiator support position, hood latch assembly...based on what is visible.
Based on the images, it looks as if this should be a direct bolt on to usdm as long as there are no surprises we cannot see.
Based on the images, it looks as if this should be a direct bolt on to usdm as long as there are no surprises we cannot see.
#35
The only difference I can see as far as the main engine components is the position of the brake fluid reservoir. That is of course purposely ignoring the main differences like windshield fluid reservoir, radiator support position, hood latch assembly...based on what is visible.
Based on the images, it looks as if this should be a direct bolt on to usdm as long as there are no surprises we cannot see.
Based on the images, it looks as if this should be a direct bolt on to usdm as long as there are no surprises we cannot see.
Well, since the JDM nose is shorter, I am wondering if they have re-arranged where any of the accessories sit on the front of the timing case..
#36
oh this makes me anxious. my sweet fuck. i just think having this would make the fit so much more fun. the weather warmed up here last night (-3 to + 2) and the car was reacting awesome. i'm still hoping. i'll be one of, if not the first in canada with this. any canadian's wanna hop on and split shipping? lol