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Quote:

Originally Posted by scdyne

IMO; There may be a few disappointed people when the intercooler upgrade becomes available for the DDM supercharger. Those people looking to turn up the boost and make a lot more power will be very disappointed and those looking for measurable gains from just adding the intercooler will be less than excited about the results.

HOWEVER the people who just wanted a rock solid - reliable as OEM - kick in the pants will be as happy as ever.

The Eaton blower used by DDM is a newer generation supercharger, but not as new as the one's used in the LSJ. Don't expect to see any performance gains beyond 9 psi of boost no matter how it's packaged and even then don't expect big gains over what has already been seen.

With an intercooler on the DDM kit it will just crack 200 HP at the wheels, but the good part is that with the intercooler that power will be available for longer periods of time before heat soak comes to play. So not only will a dyno show 200 HP, but sustained street abuse will see that 200 HP too.

If you are able to be satisfied with 200 HP to the wheels (most sane people would be) then the DDM is about the best bang for the buck.

As for the current Centrifugal Supercharger systems on the market they are another beast all together. Contrary to what anyone says they ARE in fact comparable to turbo systems in power and performance. Depending on how you configure an S/C it can produce equal power to any Turbo system available for a kappa.
The major difference however is the physical size of the S/C compressor compared to the Turbo compressor. The S/C compressor is usually about 2 times larger than that of the turbo.
The limitations with them come in when you have to deal with longevity and maximum power. Over time some units (Powerdyne for example) are not going to last as long as others and require a rebuild in 30-50,000 miles of use. Also when you want to push past 350 HP you'll have to run an even larger compressor and by that time we're talking a diameter of almost 12".

Of the 2 centrifugal systems I have seen on kappas I was not impressed. While both the Mallett and RKsport designs are sleek and produce gobs of power they just look too one-off for my taste. Also in both cases they don't use the most efficient S/C available (even by Vortech or ATI's standards) and probably need an I/C more than just having one for an extra boost.

Thanks for your input. I didn't even know RKsport had a SC Solstice??

__________________
Mod list: GM CAI, CI short header, CI High Flow Cat, Magnaflow dual exhaust, Vibrant 12' resonator, RK rear facia (painted black), GMR retune, Eibach 1inch drop, lil chromies, 6" antenna, KS M1, Toyo Proxes T1R, red calipers, Black grill, debadged, Limo tint, KS racing pedals, KS UpShield, Drilled/Slotted Rotors, DC Strut bar, GM Sway Bar Upgrade, 10,000k HID headlights/foglights, GM Splash Guards, blacked out all 5 tail lights/side reflectors, Momo shift knob
Team Solstice 2008

	Blackpope9 Member Join Date: Jun 2006 Location: Phoenix, Az	Quote: Originally Posted by scdyne IMO; There may be a few disappointed people when the intercooler upgrade becomes available for the DDM supercharger. Those people looking to turn up the boost and make a lot more power will be very disappointed and those looking for measurable gains from just adding the intercooler will be less than excited about the results. HOWEVER the people who just wanted a rock solid - reliable as OEM - kick in the pants will be as happy as ever. The Eaton blower used by DDM is a newer generation supercharger, but not as new as the one's used in the LSJ. Don't expect to see any performance gains beyond 9 psi of boost no matter how it's packaged and even then don't expect big gains over what has already been seen. With an intercooler on the DDM kit it will just crack 200 HP at the wheels, but the good part is that with the intercooler that power will be available for longer periods of time before heat soak comes to play. So not only will a dyno show 200 HP, but sustained street abuse will see that 200 HP too. If you are able to be satisfied with 200 HP to the wheels (most sane people would be) then the DDM is about the best bang for the buck. As for the current Centrifugal Supercharger systems on the market they are another beast all together. Contrary to what anyone says they ARE in fact comparable to turbo systems in power and performance. Depending on how you configure an S/C it can produce equal power to any Turbo system available for a kappa. The major difference however is the physical size of the S/C compressor compared to the Turbo compressor. The S/C compressor is usually about 2 times larger than that of the turbo. The limitations with them come in when you have to deal with longevity and maximum power. Over time some units (Powerdyne for example) are not going to last as long as others and require a rebuild in 30-50,000 miles of use. Also when you want to push past 350 HP you'll have to run an even larger compressor and by that time we're talking a diameter of almost 12". Of the 2 centrifugal systems I have seen on kappas I was not impressed. While both the Mallett and RKsport designs are sleek and produce gobs of power they just look too one-off for my taste. Also in both cases they don't use the most efficient S/C available (even by Vortech or ATI's standards) and probably need an I/C more than just having one for an extra boost. Thanks for your input. I didn't even know RKsport had a SC Solstice?? __________________ Mod list: GM CAI, CI short header, CI High Flow Cat, Magnaflow dual exhaust, Vibrant 12' resonator, RK rear facia (painted black), GMR retune, Eibach 1inch drop, lil chromies, 6" antenna, KS M1, Toyo Proxes T1R, red calipers, Black grill, debadged, Limo tint, KS racing pedals, KS UpShield, Drilled/Slotted Rotors, DC Strut bar, GM Sway Bar Upgrade, 10,000k HID headlights/foglights, GM Splash Guards, blacked out all 5 tail lights/side reflectors, Momo shift knob Team Solstice 2008