This iteration is more of a one-off or proof-of-concept kit than a retail system.
As I understand it:
I think that some changes would need to be made for this to be a retail product. That's not to say that it's not already a VERY complete system, but more tuning and head unit change could produce a better bang for the buck.
I decided early on to go with a smaller blower that would "in theory" be most efficient at 8-10psi rather than a larger one that would be capable of 300+ HP.
I also have an automatic so not hurting the transmission with clutch pack abusing low end torque was a primary goal.
I think I remember Dave telling me it's making 8 psi at redline and I had previously calculated it to be 0.2Kg/s @ 1.58 P/R or ~8 psi at 2300' ASL @ 6750 RPM.
WTF does all that mean? If my calculations are correct and our numbers line up then it will put 195-210 HP to the wheels in a manual and around 185-195 HP for automatic.
Since it's a centrifugal S/C power will increase with RPM, unlike the roots s/c, but the "feeling" of acceleration will continue from hit of the throttle through redline.
Eventually Dyno numbers could exceed the roots set-up, but when you compare low end power between the two the roots will still have the advantage.
When all is said and done the advantage of this set-up over the other options is that a less experienced RWD driver would have a harder time of getting this to misbehave out of corners or off the line.
But in the 1/4 mile power for power all will perform equal.
As it sits now technically the intercooler is unnecessary as Rotrex blowers produce very cool charge air, however with a larger compressor and for safety it's best to have it intercooled.
In theory this blower is so small that someone could install it where the AC compressor goes, route a charge pipe to the intake and be up and running in no time. This is not how this is packaged, but it could be an option for those who got Solstices w/o A/C.. I don't even know if that was an option on Skys?
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-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
Here is a better image that my show more details, but this is my last clue.
Power steering oil cooler is my guess and was my guess before I saw this picture. I am sure someone between the picture and this post has already figured it out.
Randy I can't support you and Dave forever, you guys are going to have to quit making cools stuff. This is JPM's year to get into my pockets!
DUH - looked at the picture agan, and noticed the MP-62 is missing and a spinning S/C took it's place. Phew my pockets may be safe for a while.
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BIX A BEL Cool, Ebony leather, Chrome, loaded, no XM/onstar Founding member of the "Lost Sols Club"
Deposit (1100) - 9/29/05, 1101/1102 - 2 Feb 06, 2500 - 7 Feb 06, 3000 - 8 Feb 06, 3100 - 13 Feb 06, 3300 - 13 Feb 06, 3400 - 14 Feb 06, 3800 - 24 Feb 06 (112544), 4000 - 24 Feb 06, 4150 - 24 Feb 06
dealer expected deliver 6 March, arrived 28 Feb, picked up that night w 3.2 miles on the clock :)
NOT WAITING ANY MORE! DDM Stage III Upgrade here
Last edited by Critterman : 08-13-2009 at 12:34 PM.
These centrifugal superchargers have internal step up ratios of 9.5:1 and are capable of 120,000 rpm impeller speeds. They use a unique planetary drive system that with just surface contact and special oil make these impeller speeds possible. In comparison the domestic centrifugal superchargers available can only drive at best 4.7:1 and only reach impeller speeds of 80,000 rpm.
On one side of the S/C you have a unique drive system and on the other side you have a standard turbocharger. The impeller, the volute and resulting compressor profiles are exactly the same as a equally sized turbo. Same compressor maps, same efficiencies, same pressures same everything.
The only difference is that it's driven by the crank instead of the exhaust. Also due to the unique design of the drive system and smaller overall size the energy required to spin it is comparable to a turbo.
__________________
-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
A centrifugal S/C that makes peak boost at redline. Yawn...
I never really understood why this was an issue? You could argue that most other forms of boost run out of efficiency at thier top end and thus churning tons of heat into the system. For that, they achieve good low end. A centifugal blower has a slow peak, admited. But when it's out of it's efficience range, the result is not heat. Less heat in the overall package goes a long way.
It's rather a matter of compromise with your intended project or specific use.
Most of the applications that suit centri blowers are on NA applications where thier relative compression makes up for a slow bottom end of a typical centri blower. Thier advantage with heat can typically be taken advantage of with tuning and there is no questioin that heat plays a big role in sustained power and reliability. The 2.4 solstice's extra displacement, compared to the LNF, will further enhance it's low end and maybe make for a well balanced combo.
Anyway, I'm surely lonely with my opinion. I thought Mallet's curve looked pretty good. I look forward to seeing the results.
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