Another TVS thread
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Joined: 07-24-06
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From: Matteson, Illinois
Only time, and experience will allow me to learn.
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Joined: 12-03-06
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From: Merritt Island ,Fl
i really dont see the point of more than 300whp in a fwd daily driver car. its rally hard to get it all to the ground...even while already moving
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From: Dallas, TX
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From: Niceville, FL
I had the orginal KDW on my supercharged Z24 in a 215/45/17 size and they did indeed hook pretty well. I would have bought a set of KDW nt's for my current tires, but I decided to try out the Toyo T1R's since they were one of the few available in 235/45/17 size for my Rota's. I must say my Toyo's hook pretty well on the street when it's above 40ish outside and especially at the track when lowered down in pressure. 
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Joined: 01-08-06
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From: MD
I love the TVS and anything else that gives you reliable power. Whatever route you go doesn't mean another is not good, many ways to get the same results...
This guy will make power +400whp,don't worry about that
not the typical saturn owner.
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From: Harker Heights, TX
I feel, strongly, that because he was still using the stock cams he is no where near the top that the TVS can make. In fact, cams would most likely net far more for the car mentioned then any change to the intake manifold.
272 cam's that push the torque curve up a couple k rpms should net 400whp. Plus if they drop the low end torque, hooking up on the launch would be easier.
Oh, since cams would lower the manifold psi, it would also lower the IAT2 temps. That right there alone would net more power.
272 cam's that push the torque curve up a couple k rpms should net 400whp. Plus if they drop the low end torque, hooking up on the launch would be easier.
Oh, since cams would lower the manifold psi, it would also lower the IAT2 temps. That right there alone would net more power.
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Joined: 03-22-07
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From: Still fixing others mistakes.
I feel, strongly, that because he was still using the stock cams he is no where near the top that the TVS can make. In fact, cams would most likely net far more for the car mentioned then any change to the intake manifold.
272 cam's that push the torque curve up a couple k rpms should net 400whp. Plus if they drop the low end torque, hooking up on the launch would be easier.
Oh, since cams would lower the manifold psi, it would also lower the IAT2 temps. That right there alone would net more power.
272 cam's that push the torque curve up a couple k rpms should net 400whp. Plus if they drop the low end torque, hooking up on the launch would be easier.
Oh, since cams would lower the manifold psi, it would also lower the IAT2 temps. That right there alone would net more power.
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Joined: 04-02-06
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From: Harker Heights, TX
Engine air flow to induction air flow.
*Edit*
I'm assuming you ment having a flat torque curve, sooooooo here goes...
With a posative displacement supercharger, you want enough engine flow to avoid boost creep in the higher rpms. The SC flows a set amount of air per engine rpm. Since the SC and engine rpm are directly linked, each engine cycle will get about the same amount of air (granted, there is some slight variation due to mechanical efficency, heat efficency, and other things). However, since they are linked in this way, your boost will be dead flat until something happens to change this.
That boost creep I mentioned, well that is your engine flowing less air per rpm. So the air compresses slowly more and more. Anything that will help your engine flow better will avoid this and flatten your torque curve more (by this, I mean help get rid of the high rpm torque drop). You'll never get rid of all the drop with a roots type blower, since it will heat the air. Hot air is less dense, so less actual air. Air+fuel=power. But getting rid of the boost creep will lower temps (denser air), let your blower work easier (lower psi, so less drive loss), and let you run more timing.
*Edit*
I'm assuming you ment having a flat torque curve, sooooooo here goes...
With a posative displacement supercharger, you want enough engine flow to avoid boost creep in the higher rpms. The SC flows a set amount of air per engine rpm. Since the SC and engine rpm are directly linked, each engine cycle will get about the same amount of air (granted, there is some slight variation due to mechanical efficency, heat efficency, and other things). However, since they are linked in this way, your boost will be dead flat until something happens to change this.
That boost creep I mentioned, well that is your engine flowing less air per rpm. So the air compresses slowly more and more. Anything that will help your engine flow better will avoid this and flatten your torque curve more (by this, I mean help get rid of the high rpm torque drop). You'll never get rid of all the drop with a roots type blower, since it will heat the air. Hot air is less dense, so less actual air. Air+fuel=power. But getting rid of the boost creep will lower temps (denser air), let your blower work easier (lower psi, so less drive loss), and let you run more timing.
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Joined: 03-22-07
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From: Texas
pretty impressive but wasn't bill from hahn claiming IATs below 100degrees with their turbo swap kit? if so, to me the turbo swap would be more efficient. and less work consider all the internals whoever this guy is has done..i imagine the turbo got better gas mileage to, which is a big thing for me
