In the future I really have my heart set on supercharging my Sol. I have read all the reviews from everyone on the DDM product. And everyone is raving about it. Obviously it's a great upgrade. Besides Mallet's supercharger being 7k, are there any other drawbacks in comparison to the DDM supercharger? I don't think I've ever heard a customer review on it. Is that because they haven't sold any???
You look at the numbers and they are quite a bit higher than DDM. I know DDM doesn't have an intercooler yet and when they do, that will probably get them a lot closer to Mallets Vortech PowerCooler numbers.
I would like to hear the pros and cons on both products from people who know more about this stuff than I do. I'm not looking to hear people just saying, "DDM is the BEST". I know everyone loves their supercharger they bought.
Taking out how much they cost, which one would you rather put on your car?
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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, VDI lambo, 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
DDM is a great product but there is no replacement for displacement, if you can afford the Mallet get the Mallet, if not get the DDM, or better yet get a supercharged Mallet.
I was referring to the Mallet V-8, if you want a supercharger get the DDM. Westers also offers one but I have never seen it, it uses the stock injectors. I have seen the DDM very well thought out.
__________________ Red Bull Drift Team 2008
Solo Mach and High Flow Cat
Dejon Intercooler, Intake Elbow, BOV spring
Wester's Garage RACE tune II
JPM custom shifter.
Barney Juice with Militec-1
GM Auto-dimming mirror with OnStar and maplights
Rhys Millen Racing, RMR Style Bar. Peak RWHP 286.3, Peak Torque 313 ft/lbs.
SSR Type C wheels, Bridgestone Potenza RE-01's
DDM Works PINK Breastplate
DDM is a great product but there is no replacment for displacement, if you can afford the Mallet get the Mallet, if not get the DDM, or better yet get a supercharged Mallet.
See that's what I'm thinking too. It's double the cost, yes, but looks like an awesome set up. I would love to hear from someone who has installed the kit themselves. Everyone seems to say the DDM set up is very clean and can be done in like 10-12 hours from start to finish (with trouble shooting). I wonder how the Mallet install is for someone just doing it themselves???
I really like the placement of the Mallet SC also. I have the CI shorty header and it doesn't work with the DDM set up. I know everyone says just get the long tube header and sell my shorty, but I really don't want to end up having to do all that. With the Mallet SC I think I could keep the set up I have right now. Plus have 256HP at the wheel.
I was surprised that the Mallet SC only put out 208ft-lbs. I would think it would be higher. Anyone know why it's not?
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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, VDI lambo, 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
"The biggest difference between our kit and the Mallet kit is the type of superchargers we are using. The Mallett kit uses a centrifugal type which builds boost based on RPM. This type of supercharger offers little pressure below 3-4K RPM's, and as you can see by the dyno that they post on their website, the kit makes it peak power at Redline. The peak power they are seeing at the wheels is 256HP but with only 208 ft/lbs of torque.
The supercharger that we are using is a positive displacement supercharger which moves a fixed volume of air for every revolution. This ends up giving the car a bigger engine feel. From just above idle to redline you see an instant 4.5psi of boost the whole way. This has the effect of raising the torque curve everywhere throughout the entire engine RPM band. We end up with 195HP and 195 ft/lbs of torque and that is non-intercooled with our peaks being more in the mid range of the power band 3-5K RPMS. This makes the car much more drivable around town and on the interstate. With our supercharger set-up a lot of our customers will not have to down shift when they want to pass, since they have torque available down low."
The best I've seen for this kit is 14.1 with bolt-ons. I think that same car is capable of breaking into high 13's with some practice and grip.
"The biggest difference between our kit and the Mallet kit is the type of superchargers we are using. The Mallett kit uses a centrifugal type which builds boost based on RPM. This type of supercharger offers little pressure below 3-4K RPM's, and as you can see by the dyno that they post on their website, the kit makes it peak power at Redline. The peak power they are seeing at the wheels is 256HP but with only 208 ft/lbs of torque.
The supercharger that we are using is a positive displacement supercharger which moves a fixed volume of air for every revolution. This ends up giving the car a bigger engine feel. From just above idle to redline you see an instant 4.5psi of boost the whole way. This has the effect of raising the torque curve everywhere throughout the entire engine RPM band. We end up with 195HP and 195 ft/lbs of torque and that is non-intercooled with our peaks being more in the mid range of the power band 3-5K RPMS. This makes the car much more drivable around town and on the interstate. With our supercharger set-up a lot of our customers will not have to down shift when they want to pass, since they have torque available down low."
The best I've seen for this kit is 14.1 with bolt-ons. I think that same car is capable of breaking into high 13's with some practice and grip.
hmm maybe im missing something but for only 40hp/tq gain ...assuming the kit is running at least 2500...is not worth it at all....you could spend a little bit more than that on a turbo and make 100 more hp over stock
Location: Rosamond, CA - Home of Willow Springs Raceway
Quote:
you could spend a little bit more than that on a turbo and make 100 more hp over stock
The supercharger crowd only wants the supercharger. You won't convince them otherwise.
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2007 Cool GXP with Darkside Top, 5 spd, Ebony Cloth, Monsoon with Single CD, Sport Pedals, XM, A/C
Mods - Solo Street/Race Exhaust, K&N Drop-in Air Filter, EDAL
Don't know much about the mallet S/C but I did purchase the DDM S/C
Stock my car produced 146 HP and 133 lbs tq that equated to 16.8 in the quarter
From there I did the Vector ECM tune (now on the shelf)
CM Cold Air (Sold)
Magnaflow cat back (replacing with a Solo Center exit)
This brought me 148HP and down to 16.01 in the quarter
FonzTech tri-y long tube header
FonzTech hi-flow cat.
Didn't get back to the track with this added to the above
All of this gave me 153 at the wheels don't remember the torque
Then I added the DDM S/C 189 HP and 188 tq. Torque and HP jumped 80 /50 at 2500 rpm Track time dropped to 14.102
I am very happy with the DDM, sure it isn't 300HP, but the car doesn't need it, it is full of suprises on the street. I am on the waiting list for the intercooler, car may not need it but I never said I don't.
After all I have to keep TorboSol's Stage III/IV Hans system in sight.
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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!
With the roots blower:
Get big honkin' bumpsticks with a split duration, approx 15deg more on the exhaust side Install them on a 114deg lobe separation.
Get the long tube header, or at least have a competent fabricator take your shorty and turn it into a step tube header. approx. 26"-30" total length primary (4-1 is okay).
Get the CNC ported head from GMPP catalog.
Pully the hell out ouf it. find out what the max rated rotor speed is for the blower and run it there. You might need a bigger blower to get the lbs/min your looking for across the motor.
Every mod that you do to improve the VE of the motor has a corresponding drop in manifold pressure for a given blower ratio. More of the air is making it into the combustion chamber.
A nice way to go when you get to the bigboy blowers (I like lyscholm screws myself) is 8mm htd drive. It requires profoundly less belt tension,which your front main bearing will thank you for, is quiet and will not slip. They can be sourced from all kinds of places, get a good damper (a must anyway) from ATI and they can probably built one with a cogdrive for you. The rest of the stuff Id buy from jones racing products.
Roots blowers do have there merits. Like what was said above they are linear pumps (well nearly) and make a engine behave as though it were a much larger NA version.
Also liek what was said above you cant turn a blower guy into a turbo guy, or visa versa. My old man is a dyed in the wool hardcore 6-71Gmc and up loving roots blower guy. Ive proven to him time and time again tha tyou dont have to work as hard for the power with a properly sized turbosetup. His response? I DONT CARE! lol.
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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!
Don't know much about the mallet S/C but I did purchase the DDM S/C
I am very happy with the DDM, sure it isn't 300HP, but the car doesn't need it, it is full of suprises on the street. I am on the waiting list for the intercooler, car may not need it but I never said I don't.
Critterman !
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DDM Supercharger #2
DDM Stage II Intercooler
DDM Pro-Beam
JPM Shifter
Clear Image Long Tube Header
Flow-Thru Cat
B&B Dual Exhuast Muffler
Eibach Lowering Springs
SSB Brakes Front & Back
BF Goodrich G-Force 255/45 Tires
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.
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-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
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??
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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, VDI lambo, 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
I would think your theory about the DDM S/C with intercooler added to be pretty close to what I am expecting. I will say that if I am able to get ~200WHP with as good or better torque curves / response that I'm seeing with the S/C alone I will be more than happy. This should put you in better than GXP street performance range with a great seat of the pants feel and a VERY reliable, low to no maintenance set up. I'm actually pretty happy with the S/C alone but may go for the IC. This setup should be perfect for 90% of the owners that are just looking to surprise a few of their stoplight tuners and track day participants.
Of course these are my opinions, based on the S/C's current performance for the$$$. I still miss the Turbo GN I had but this setup has just as much fun factor in a car that handles like a Kart Top down, S/C whining at 6K, and the passenger in tears..... Oh yeah.
__________________ 07 SLY 5SPD. -- DDM STAGE II SUPERCHARGED #10, DDM Pro Beam, SOLO Shorty Header, Werks Cat, Magnaflow CatBack, AfterShock Rear Spoiler, Upshield, Sport pedals, 18" Gravana J2 Staggered wheels w/ Cooper Zeon 2XS tires(275/40R, 245/45F)--
"I DONT CARE!" 
Top down, S/C whining at 6K, and the passenger in tears..... Oh yeah.