I have not seen one of the Mallett SC's in real life, but they do have a dyno of the kit posted on their website which really shows the difference between positive displacement superchargers and centrifugal superchargers.
For those that do not know the difference, a positive displacement supercharger moves a fixed volume of air for every revolution kind of like your engine. What this means is that as soon as you press the accelerator no matter what RPM you are at, the positive displacement supercharger is forcing more air into the engine. This is what gives positive displacement superchargers their great throttle response and big torque gains in the low to mid range that makes the engine feel much bigger.
The Mallett kit uses a centrifugal supercharger which does not move a fixed volume of air per revolution, and is more like a turbo since its flow rate is dependent on the speed of the impeller. The downside of this on a centrifugal supercharger is that unlike a turbo its speed is directly related to engine RPM. A turbo can spool independently of the engine and can reach its desired pressure as soon as there is enough exhaust energy to spool the turbo. When setting up a centrifugal supercharger you have to figure out what you want your max pressure and flow to be at engine redline and set your pulley ratio for that engine redline. Unfortunately for the centrifugal supercharger that means that it does not move much air at the lower engine RPM's and therefore does not ad much power in the low to midrange. It does have an advantage in the higher RPM's because it is more efficient than the positive displacement supercharger and because it makes its peak torque close to redline you will see higher horsepower numbers with a centrifugal set-up than a positive displacement supercharger set-up at similar pressures (since horsepower is calculated based on torque and engine RPM). Although the centrifugal set-up will have a higher horsepower number, the positive displacement supercharger will have massive amounts more power under the curve.
I have attached a chart showing the Mallett SC vs. The DDMworks stage 2 intercooled supercharger set-up. For those that have not seen a chart like this, it shows the power under the curve. We use charts like this to determine shift points in racing. The red line on the chart is the DDMWorks stage 2 intercooled set-up and the black line is the Mallett SC set-up. It shows the power to the wheels in all 5 gears. Looking at the graph you will see that the positive displacement supercharger (red line) has much more power to the wheels through most of the power band, only just at the very top of a gear will the centrifugal have more power to the wheels. As soon as both cars shift gears though, the advantage goes back to the positive displacement supercharger.
I don’t want to say that centrifugals have no place as they do work really well on bigger engines that tend to run out of breathe up top as if you look at most of the kits they are for larger V8's that have lots of torque down low and fall off up top. When you put a centrifugal on those it fills in the upper RPM's and flattens out the torque curve nicely. There is also a newer generation of centrifugal that is more efficient than the older style centrifugals used in most of the kits. This newer style fills in the mid range better than the older style but still suffers from the same limitations all centrifugals do.
Otherwise on a small 4 cylinder positive displacement superchargers will have more power under the curve then their centrifugal cousins.
I would recommend the Hahn stage 4 or Werks stage 2. I like the DDM stage 2 supercharger, but I understand it is 240hp. Both turbo kits are 60+hp on the DDM. The downside is the money. You want the insurance that any car that pulls next to you and revs up is going to be left with their jaws dropping.
What Octane fuel was used for this dyno run?
What was the Outside Air Temperature?
What was the Relative Humidity?
Point is my observation may still stand when all is said and done. Once the system is tuned for California fuel, heat, humidity(N/A), etc. it will just crack 200 to the wheels.
however, that is still great no matter how you slice it!
__________________
-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
What Octane fuel was used for this dyno run?
What was the Outside Air Temperature?
What was the Relative Humidity?
Point is my observation may still stand when all is said and done. Once the system is tuned for California fuel, heat, humidity(N/A), etc. it will just crack 200 to the wheels.
however, that is still great no matter how you slice it!
92 octane with 10% ethonol. kinda sucks but thats what i got stuck with the day before the dyno when i filled up...normally i run 93, but at 11pm when the fuel light comes on, you fill up at the first thing you find thats open.
Temp was mid 50's i believe...I had shorts on that day But it was raining, monsoon like rain, rain fall for the day was .78"...so RH was ~99%...barometric pressure at dyno time was 30.08in Hg..Altitude 850ft asl
53.1 °F / 11.7 °C 53.1 °F / 11.7 °C 100% 30.08 in / 1018.4 hPa 0.2 miles / 0.4 kilometers NNW 3.5 mph / 5.6 km/h / 1.5 m/s - 0.04 in / 0.1 cm Fog , Rain Rain
__________________ Randy Carter - Product Manager www.DDMWorks.com
06 Classic Cool: DDMp62 supercharger #0.5b
I just got one question...is it california carb legal? I am sure this has been answered before but I don't remember. Well if it makes as much power as you say it does that is pretty interesting because it has all the things I like about the V8 (mallet) solstice such as power throughout the curve but not a terribly high price.
So just curious are you ever going to push this setup to 300+ whp or with this specific supercharger the car is maxed out as it is?
What Octane fuel was used for this dyno run?
What was the Outside Air Temperature?
What was the Relative Humidity?
Point is my observation may still stand when all is said and done. Once the system is tuned for California fuel, heat, humidity(N/A), etc. it will just crack 200 to the wheels.
however, that is still great no matter how you slice it!
I think Randy answered your questions and I looked at the graph and although the outside temps were in the 50's the shop temp was in the mid 60's during the runs, we could go back and look at the data logs for the runs, but because the dyno sits up in the air our intake temps were actually higher than that, most likely in the 70's.
Also looking at the runs the SAE correction factor was 1.00, meaning that there was no need for the software to correct for atmospheric conditions to get it to SAE corrected values, what you see is what the car actually put down to the wheels. In essence that means that no matter where you run the car it would put down the same SAE corrected power. the lower quality gas in California will cause you to lose a few HP, but not 35HP.
And if you think California is bad, Arizona makes you look like a tropical oasis in the summertime with temps in the 110F range
the lower quality gas in California will cause you to lose a few HP, but not 35HP.
And if you think California is bad, Arizona makes you look like a tropical oasis in the summertime with temps in the 110F range
VERY NICE!
Actually where I live in the Mojave Desert it's comparable to Arizona. Deep into triple digits for temperature and single digit humidity 6+ months out of the year.
Both Honda and Hyundai have testing facilities out here just like GM's in Arizona as does a few UAV companies.
I digress..
Seeing as how this thread is Mallett vs. DDM I have to admit that comparing the stage 2 DDM to that of the Mallett in my opinion presents the DDM as the better choice. I'm not saying it's the end all be all solution for boosting a 2.4L, but for most people who want the Ron Popeil solution to boosting it is.
__________________
-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
Actually where I live in the Mojave Desert it's comparable to Arizona. Deep into triple digits for temperature and single digit humidity 6+ months out of the year.
Both Honda and Hyundai have testing facilities out here just like GM's in Arizona as does a few UAV companies.
I digress..
Seeing as how this thread is Mallett vs. DDM I have to admit that comparing the stage 2 DDM to that of the Mallett in my opinion presents the DDM as the better choice. I'm not saying it's the end all be all solution for boosting a 2.4L, but for most people who want the Ron Popeil solution to boosting it is.
Is it just me, or is every compliment you offer followed by a less than subtle dig.
Are you simply envious of a vendor who can deliver what he promises...?
Jackknife
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Deep, Ebony, Loaded...VIN 2124
DDM Supercharger #6 Stage II Intercooled
Magnaflow Dual Cat-back ... Valentine 1
FE3 sway bar ... Car. Cust. Rests and Pockets
Norm's Dual Rear Fascia ... Visor Decals
Walnut Burl Dash ... Dual Horns
Blacked-out Grills ... Debadged
Boost & A/F gauges ... KappaShield
DDM Pro-Beam and back brace
Just perception that is lost in translation. It's difficult to convey tongue and cheek or positive assertion in a written context.
I'm pessimistically optimistic about it that's all. I'm trying to be objective and on a personal level annoyed(that's sarcastic) that every new post from DDM makes me less willing to DIY and just get their system. If it was CARB approved then it would be game over.
My Ron Popeil comment was not at all intended as a jab at DDM, but in fact a jab at others.
I think that the DDM kit is very "Set it and forget it!" however other systems on the market are looking more and more every day like a "Tweak at it every week at it!" deal.
Not everyone wants to increase the hassle in proportion to performance. Personally I want a 50% increase in all performance and 0% increase in hassle. Having to run tuning software (or Dashhawk) 24/7 because of bad fuel, weather changes or to turn up the boost is a hassle. Having to re-torque hardware every week to prevent stuff from coming loose is a hassle. Having to listen for knock, pay attention to exactly where I get my fuel, and running the car for 10 minutes to cool the oil, ect is a hassle.
There are a lot of people that want no hassle once something is installed. There are a lot of tuner shops that want no hassle once something is installed.
__________________
-Adam Chant
SCdyne Performance Engineering "Tune it or lose it!
One more thing to stick up for DDM is it took me 4 hours to install everything and drive away. It may take some people a little longer, but I couldn’t have imagined it taking 12 hours. Although some may have had more troubleshooting than I did. My car didn’t run right the first night due to a bad ECM from someone on here, but I got it taken care of, and it was still drivable. Not DDM’s fault by any means. Anyways, just wanted to add that in.
Time for my 2 cents,,, The diffference between the N/A Solstice and mine with the DDM S/C is like night and day. It made the car a whole different machine. I have driven a GXP, it was faster, but not quicker from take off. 0 to 60 my Sol is quicker. When I get the I/C, I do believe the performance will be similar to the GXP. That will be good enough for me. I would have ordered a GXP when I ordered my N/A, but the wait was too long. The DDM S/C is a great performance mod for all the N/As', for those who want that extra acceleration and performance, and those who want to "smoke the tires" occasionally
Supercharged, and proud of it !!
D. Allen
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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
