Stage 2 + 2.90 Pulley
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From: Phx, AZ
Well put it this way blown4banger beat me when I just bought stage 2 ... literally beat me. From a roll at 60 since we were on the freeway and from all the info I have seen it would appear that a cai is WAY more than a couple horse power and I have seen dyno proof as well...
http://www.turbotechracing.com/produ...idproduct=2705
edit: and no im not kidding
http://www.turbotechracing.com/produ...idproduct=2705
edit: and no im not kidding
Well put it this way blown4banger beat me when I just bought stage 2 ... literally beat me. From a roll at 60 since we were on the freeway and from all the info I have seen it would appear that a cai is WAY more than a couple horse power and I have seen dyno proof as well...
http://www.turbotechracing.com/produ...idproduct=2705
edit: and no im not kidding
http://www.turbotechracing.com/produ...idproduct=2705
edit: and no im not kidding
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From: Missouri
Last edited by JKennedy1612; Sep 13, 2007 at 02:49 PM. Reason: Automerged Doublepost
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From: PA
Very nice write up. Mine should be here any day. I got my 2.9 from Anomlous or whatever from here for 40 bucks shipped. Can't wait to see the differance. Going to put dual pass and H/E on too. +rep For JFK!
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From: Missouri
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I think you are a little confused, i had a CAI before stage 2 install, it gave me a few extra hp up top. but the stage 2 power gains were far more! get ready to get flamed for that comment!
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From: Phx, AZ
so take off the intake and see how stage 2 feels. There is easily a difference and not just in sound. It would seem everyone is forgetting how effeciency causes differences in the way a car can perform. Throttle response, engine response, supercharger effeciency, intake temps, air filter effeciency, physical restrictions. There are lots of things that can cause the car to not perform as well as it can even though small they add up. Horsepower isn't the end all of performance either. Lets say stage 2 has more horsepower on the very top end of a 7k rpm run. What about 6k rpm? or 5 or 4? What if the car with the intake was easily more effecient and as a result had higher hp and tq throughout the rpm range until 6000 rpm and beyond? Would this mean that the car with the stage 2 had the advantage? The car without stage 2 would be switching gears sooner and would have or be near max boost sooner than the car with stage 2 which is what I experienced when I lost the races
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From: Avon/Danville, Indy
why go nitrious? why not methanol? its safer and has a very similar effect.
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From: Missouri
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From: Missouri
Thread Starter
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From: Missouri
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From: Harker Heights, TX
Damn it, someone needs to find all my explanations and make a sticky with them.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
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Joined: 09-14-05
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From: Phx, AZ
Damn it, someone needs to find all my explanations and make a sticky with them.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
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Joined: 04-02-06
Posts: 3,507
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From: Harker Heights, TX
Hell man, you would think I would just start copy/pasting that instead of typing it out every time I gotta explain it. 
But then I'm too lazy to dig around and find the last time I explained it, so I just type it out again.
But then I'm too lazy to dig around and find the last time I explained it, so I just type it out again.
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Joined: 11-30-05
Posts: 233
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From: eagle pass, tx
Damn it, someone needs to find all my explanations and make a sticky with them.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
Ok, your supercharger is a pump, your manifold is an air tank, and your engine/exhaust is a release valve. Since the supercharger is belt driven, it will always flow roughly the same CFM of air per engine rpm. This air isn't compressed until it is inside of your manifold, so your boost gauge is actually showing you manifold pressure.
Ok, so all this air is getting forced into your engine, but your engine can only use so much volume of it at once. This is determined by head flow, cams timing, valve size, engine bore and stroke, exhaust, etc. So even though your engine is moving the most volume at once it can, more air then it is using is getting pushed into the manifold by the supercharger. More and more air pushed in builds up pressure. As the pressure goes up there is more "Air" per volume (your Boost, or air pressure above ambiant/14.6psi), so even though your engine doesn't move a higher volume, it is moving more air. Eventually the pressure will reach a point were the engines usage equals about the same amount as the supercharger is pushing into it. That is where your boost will mostly flatten out.
Even after you hit the point where engine usage and supercharger intake are about the same (about 12~13psi with stage 2), your boost will still continue to climb as conditions change and your engines ability to use air worsen. Those changes would be increasing heat (which makes the air expand and increases psi), running out of cam, exhaust restrictions as flow needs raise, etc. Eventually, you'll hit redline at your peak boost (about 15psi for stage 2).
Now thinking of it as an air pump (supercharger), air tank (manifold), and release valve (engine/exhaust), anything you do to increase engine flow will have the same effect as a larger release valve on the air tank. In other words, even though your air pump is still flowing the same amount of air, the tank ends up having a lower pressure that it balances at.
Lower pressure is good since it gives less heat, causes less stress, and allows the supercharger to work closer to its peak efficacy range. All in all a good thing.
So to make it simple, with a positive displacement supercharger, you want the lowest possible psi for a given air flow rate to make the most power.
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