EVO SuperCharger Group buy
#32
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Originally Posted by BrockPorsche
Silly question, but out of curiosity anyone have any idea how this SC affects one's gas mileage?
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I couldn't tell you for sure, but for a rough comparison check out the mileage of the MB SLK320 vs the SLK32 AMG. Both 3.2L engines, one NA and the other supercharged.
2003 SLK 320 - 20/26 (city/hwy)
2003 SLK 32AMG - 17/22 (city/hwy)
Ballpark 15% reduction with the supercharger.
#35
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yeah kind of off but on topic at the same time... my car has 112k miles and the engine is leaking oil and according to euroquip and motorwerks a new engine is all i can do to fix it... well ive been adding oil once a month and the thing isn't leaking that bad.... i was thinking would it be bad if i got a supercharger hope the engine lasts me about a year with the supercharger (need to get some more cash that why i need a year) and then just get a new engine and but the supercharger in on the new engine... im just thinking will my car hold up long enough for me to be able to get the funds i need for the new engine... i should just get the engine and then the supercharger but I WANT IT NOW!!!!
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#36
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Perhaps also a silly question: Is it OK to install in a cab? Does the increase in bhp and torque create any body flex issues or anything like that given the lack of a top?
#37
Three Wheelin'
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Originally Posted by Chuck Jones
Make a supercharger look OEM? How many factory production supercharged Porsches have you seen? I don't think the DMV guys have seen any OEM ones either. Kind of hard to hide a supercharger in there.
Having run S/C's on my 89 Mustang for many years now, I know how important the CARB certification is. It is such a pain in the **** to get through smog if you don't have the exemptions so you end-up having to remove shyte every other year. On a 5.0/5.8 removing a S/C kit is easy, but on a Porsche I do not see it being so.
But after going through the links to Evo and reading up on the S/C kit, I have the following questions/comments:
1. This is a Vortech S/C and Vortech makes a lot of CARB S/C's (head units and kits). So why isn't Vortech pushing the point to DMV along with Evo (unless they are)? Vortech has a chance to come out as a winner if they do. I visited Vortechs site and saw no mention of a kit for a Porsche. Also Evo mentions a V2, is this the old V2 or the new V2 SQ and if so what trim?
2. Maybe the answer to question 1 is that it is not the S/C but the 6-High Flow Bosch Fuel Injectors that is causing an issue? So maybe the head unit passes but the injectors at idle fail? Too many questions until the CARB is put on the head unit.
3. There is no mention of what boost this kit puts out? Too much boost will reduce the life time of the engine. Not sure what the compression is on the Porsche 3.4L, but with a S/C you want to be around 9.0:1 (or even lower - my Mustang is at 8.5). Remember S/C's put more air into the cylinder, and so 8.5:1 with 12lbs of boost is like 13.0:1 or more, so head gaskets, head studs etc. are pushed to the limit.
4. Can you change the pulley to get more or less boost?
5. Serpentine belts have a tendency to slip even with it tight, so does it come with a cog belt setup? This is what I run on my Mustang, no slippage but you do get a different sound from the S/C like a gear drive unit as the air is moved around by the ribs in the belt, some like it some don't, but when you are at a stop sign and someone hears it clearly, then they know you are serious
I know a lot of questions, but things that I have learned over the years running S/C's on the street. I will not be getting one for my Porsche, I do not want to hassle with smog laws and additional wear and tear on the engine and other components. Oh yes, S/C's produce power, lots of it and it is a lot of fun, but they also produce lots of heat and additonal wear and tear on the engine. If the engine is stock you have to be easy on it.
So I know some of you will go for the S/C and you will enjoy it, but if you are about to add a $10K upgrade to the engine (a bolt-on), then do your homework first, as it is a differnt world when you go S/C's.
So that's my 2 cents on this thread.
#38
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SpeedDemon: You make some very valid and relevant points. It all comes back to your Point #1. There's definitely a fairly substantial market share waiting if they'd get the CARB problem out of the way.
#39
Race Car
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Originally Posted by TheSpeedDemon
Hmmm...new thread for me and I read through it thoroughly.
Having run S/C's on my 89 Mustang for many years now, I know how important the CARB certification is. It is such a pain in the **** to get through smog if you don't have the exemptions so you end-up having to remove shyte every other year. On a 5.0/5.8 removing a S/C kit is easy, but on a Porsche I do not see it being so.
But after going through the links to Evo and reading up on the S/C kit, I have the following questions/comments:
1. This is a Vortech S/C and Vortech makes a lot of CARB S/C's (head units and kits). So why isn't Vortech pushing the point to DMV along with Evo (unless they are)? Vortech has a chance to come out as a winner if they do. I visited Vortechs site and saw no mention of a kit for a Porsche. Also Evo mentions a V2, is this the old V2 or the new V2 SQ and if so what trim?
2. Maybe the answer to question 1 is that it is not the S/C but the 6-High Flow Bosch Fuel Injectors that is causing an issue? So maybe the head unit passes but the injectors at idle fail? Too many questions until the CARB is put on the head unit.
3. There is no mention of what boost this kit puts out? Too much boost will reduce the life time of the engine. Not sure what the compression is on the Porsche 3.4L, but with a S/C you want to be around 9.0:1 (or even lower - my Mustang is at 8.5). Remember S/C's put more air into the cylinder, and so 8.5:1 with 12lbs of boost is like 13.0:1 or more, so head gaskets, head studs etc. are pushed to the limit.
4. Can you change the pulley to get more or less boost?
5. Serpentine belts have a tendency to slip even with it tight, so does it come with a cog belt setup? This is what I run on my Mustang, no slippage but you do get a different sound from the S/C like a gear drive unit as the air is moved around by the ribs in the belt, some like it some don't, but when you are at a stop sign and someone hears it clearly, then they know you are serious
I know a lot of questions, but things that I have learned over the years running S/C's on the street. I will not be getting one for my Porsche, I do not want to hassle with smog laws and additional wear and tear on the engine and other components. Oh yes, S/C's produce power, lots of it and it is a lot of fun, but they also produce lots of heat and additonal wear and tear on the engine. If the engine is stock you have to be easy on it.
So I know some of you will go for the S/C and you will enjoy it, but if you are about to add a $10K upgrade to the engine (a bolt-on), then do your homework first, as it is a differnt world when you go S/C's.
So that's my 2 cents on this thread.
Having run S/C's on my 89 Mustang for many years now, I know how important the CARB certification is. It is such a pain in the **** to get through smog if you don't have the exemptions so you end-up having to remove shyte every other year. On a 5.0/5.8 removing a S/C kit is easy, but on a Porsche I do not see it being so.
But after going through the links to Evo and reading up on the S/C kit, I have the following questions/comments:
1. This is a Vortech S/C and Vortech makes a lot of CARB S/C's (head units and kits). So why isn't Vortech pushing the point to DMV along with Evo (unless they are)? Vortech has a chance to come out as a winner if they do. I visited Vortechs site and saw no mention of a kit for a Porsche. Also Evo mentions a V2, is this the old V2 or the new V2 SQ and if so what trim?
2. Maybe the answer to question 1 is that it is not the S/C but the 6-High Flow Bosch Fuel Injectors that is causing an issue? So maybe the head unit passes but the injectors at idle fail? Too many questions until the CARB is put on the head unit.
3. There is no mention of what boost this kit puts out? Too much boost will reduce the life time of the engine. Not sure what the compression is on the Porsche 3.4L, but with a S/C you want to be around 9.0:1 (or even lower - my Mustang is at 8.5). Remember S/C's put more air into the cylinder, and so 8.5:1 with 12lbs of boost is like 13.0:1 or more, so head gaskets, head studs etc. are pushed to the limit.
4. Can you change the pulley to get more or less boost?
5. Serpentine belts have a tendency to slip even with it tight, so does it come with a cog belt setup? This is what I run on my Mustang, no slippage but you do get a different sound from the S/C like a gear drive unit as the air is moved around by the ribs in the belt, some like it some don't, but when you are at a stop sign and someone hears it clearly, then they know you are serious
I know a lot of questions, but things that I have learned over the years running S/C's on the street. I will not be getting one for my Porsche, I do not want to hassle with smog laws and additional wear and tear on the engine and other components. Oh yes, S/C's produce power, lots of it and it is a lot of fun, but they also produce lots of heat and additonal wear and tear on the engine. If the engine is stock you have to be easy on it.
So I know some of you will go for the S/C and you will enjoy it, but if you are about to add a $10K upgrade to the engine (a bolt-on), then do your homework first, as it is a differnt world when you go S/C's.
So that's my 2 cents on this thread.
Lowering the static compression ratio of a boosted car is not necessary with currently available fuels, knock sensors and timing controls and intake heat controls. Lower compression ratio and high boost levels have their pros and cons as do higher compression ratios with lower boost levels do.
The standard EVO SC setup delivers approximately 5 - 6 psi on the 11.3:1 static compression engine which translates into a dynamic compression ratio of more than 15:1. This is substantially less that the 3.4 engine can handle, as far as pressure goes. You can safely set it up to run in excess f 18:1 dynamic compression ratio. The boost limit is dictated by efficiency and not componant strength.
Biggest advantage of maintaining a higher static compression is street driveability off boost. You do not have the lag resulting from a lower hp engine off boost.
You are mistaken to state that an engine with an 8.5:1 compression ratio supplied with 12 psi of boost translates into only around a 13:1 compression ratio. It is considerably higher than that....more like 15.4:1.
Belt slippage is not an issue for boost under 10 psi.
As far as durablity, maintaining proper heat levels and running the correct oil minimizes any additional wear to the engine.
#40
Three Wheelin'
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Originally Posted by Chuck Jones
SpeedDemon: You make some very valid and relevant points. It all comes back to your Point #1. There's definitely a fairly substantial market share waiting if they'd get the CARB problem out of the way.
With early 996's becoming more available at prices that more people can afford, they are falling into the hands of thoughs that want to push the boundaries with this car in regards to mods. For a horse power junkie to pickup a 996 say for $25K and to dump another $15K into it with suspension and power mods, gives them a beast on the road for $40K (rough estimates OK). But yes here in California without the CARB, this possiblity will only be had for those that want to play the smog game every other year. Side note, these power horse junkies are the type that do not mind rebuilding the engine every winter to maintain the power on the road for the upcoming summer.
Going back to the 90's, it was a lot easier to get S/C's through the CARB system as standards were not as stringent as they are now. So trying to get a S/C kit through is probably going to be very tough with all this 'green' talk going on. It won't be a porblem in a few years when 99 becomes the year that smog is no longer needed on such old cars, but most of the people that want this power cannot wait that long.
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#41
Three Wheelin'
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Originally Posted by 1999Porsche911
Lowering the static compression ratio of a boosted car is not necessary with currently available fuels, knock sensors and timing controls and intake heat controls. Lower compression ratio and high boost levels have their pros and cons as do higher compression ratios with lower boost levels do.
The standard EVO SC setup delivers approximately 5 - 6 psi on the 11.3:1 static compression engine which translates into a dynamic compression ratio of more than 15:1. This is substantially less that the 3.4 engine can handle, as far as pressure goes. You can safely set it up to run in excess f 18:1 dynamic compression ratio. The boost limit is dictated by efficiency and not componant strength.
Biggest advantage of maintaining a higher static compression is street driveability off boost. You do not have the lag resulting from a lower hp engine off boost.
You are mistaken to state that an engine with an 8.5:1 compression ratio supplied with 12 psi of boost translates into only around a 13:1 compression ratio. It is considerably higher than that....more like 15.4:1.
Belt slippage is not an issue for boost under 10 psi.
As far as durablity, maintaining proper heat levels and running the correct oil minimizes any additional wear to the engine.
The standard EVO SC setup delivers approximately 5 - 6 psi on the 11.3:1 static compression engine which translates into a dynamic compression ratio of more than 15:1. This is substantially less that the 3.4 engine can handle, as far as pressure goes. You can safely set it up to run in excess f 18:1 dynamic compression ratio. The boost limit is dictated by efficiency and not componant strength.
Biggest advantage of maintaining a higher static compression is street driveability off boost. You do not have the lag resulting from a lower hp engine off boost.
You are mistaken to state that an engine with an 8.5:1 compression ratio supplied with 12 psi of boost translates into only around a 13:1 compression ratio. It is considerably higher than that....more like 15.4:1.
Belt slippage is not an issue for boost under 10 psi.
As far as durablity, maintaining proper heat levels and running the correct oil minimizes any additional wear to the engine.
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#43
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I'm still waiting to see more people post up about their experiences with this kit. I've asked around and no on really comes forward. I also am not happy about the "Porsche Tax" of a kit like this, when similiar parts for Japanese cars run $3-$5K tops -with all parts (injectors, ECU mapping/system, turbo, etc.).
Makes me consider if I should keep my car and eventually SC it, or just wait a bit and shoot for a 996TT or go grab an Elise and turbo it for $4K.
Makes me consider if I should keep my car and eventually SC it, or just wait a bit and shoot for a 996TT or go grab an Elise and turbo it for $4K.
#44
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Originally Posted by GunKata
I'm still waiting to see more people post up about their experiences with this kit. I've asked around and no on really comes forward. I also am not happy about the "Porsche Tax" of a kit like this, when similiar parts for Japanese cars run $3-$5K tops -with all parts (injectors, ECU mapping/system, turbo, etc.).
Makes me consider if I should keep my car and eventually SC it, or just wait a bit and shoot for a 996TT or go grab an Elise and turbo it for $4K.
Makes me consider if I should keep my car and eventually SC it, or just wait a bit and shoot for a 996TT or go grab an Elise and turbo it for $4K.
I havent heard of a person who was dissapointed with this kit, power wise and dependability, very satisfied. I had a leak in the S/C from day one, it was sent back and had it resealed, and Im
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I think the S/C is a great alternative to the TT with some benefits... i get more stares at my engine bay than a TT's at shows... and makes the car more fun. No regretts and would do it again.
#45
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Originally Posted by TheSpeedDemon
1. This is a Vortech S/C and Vortech makes a lot of CARB S/C's (head units and kits). So why isn't Vortech pushing the point to DMV along with Evo (unless they are)? Vortech has a chance to come out as a winner if they do. I visited Vortechs site and saw no mention of a kit for a Porsche. Also Evo mentions a V2, is this the old V2 or the new V2 SQ and if so what trim?
Originally Posted by TheSpeedDemon
2. Maybe the answer to question 1 is that it is not the S/C but the 6-High Flow Bosch Fuel Injectors that is causing an issue? So maybe the head unit passes but the injectors at idle fail? Too many questions until the CARB is put on the head unit.
Originally Posted by TheSpeedDemon
3. There is no mention of what boost this kit puts out? Too much boost will reduce the life time of the engine. Not sure what the compression is on the Porsche 3.4L, but with a S/C you want to be around 9.0:1 (or even lower - my Mustang is at 8.5). Remember S/C's put more air into the cylinder, and so 8.5:1 with 12lbs of boost is like 13.0:1 or more, so head gaskets, head studs etc. are pushed to the limit.
Originally Posted by TheSpeedDemon
4. Can you change the pulley to get more or less boost?
Originally Posted by TheSpeedDemon
5. Serpentine belts have a tendency to slip even with it tight, so does it come with a cog belt setup? This is what I run on my Mustang, no slippage but you do get a different sound from the S/C like a gear drive unit as the air is moved around by the ribs in the belt, some like it some don't, but when you are at a stop sign and someone hears it clearly, then they know you are serious