So, we called you out on your false claim and the best you can come back with is "you removed them from the internet"? Really? Man, not even the US Government has that kind of power. Get real.
Do you even know what "out of the box" means? When you buy a "complete" kit, install it and test it on a dyno the results are "out of the box". Not install it, test it, realize that it doesn't perform as advertised, have it custom tuned to make more power and then say "out of the box".
Seriously, you took a kit that was advertised as 515hp and when it made 100hp less than advertised, you got it tuned and then claimed that the custom tune is "out of the box". That's like saying you bought a brand new 370Z, dyno tested it, made XXX whp, custom tuned it and then say that it made YYY whp "off the showroom floor".
Also, last time I checked Stillen's website, it does not say that you have to get the car custom tuned to make their advertised horsepower.
BTW, I never claimed that we're perfect. Just that we don't ever stop trying to be better than everyone else out there.
So far, we're succeeding.
On the subject of mechanical differences, there are numerous points to speak on.
1) MAF Location: We use a blow through setup that reads the airflow after the supercharger and intercooler. This allows the ECU to know exactly what the air temperature is going into the engine. The ECU is then able to pull timing and add fuel if the air is too hot in order to prevent detonation from occurring. The competition placed the MAF sensors in two small diameter tubes directly in the front of the car and before the supercharger. In that configuration, the ECU is reading the coolest possible air and has no idea that the system is heat soaked. As a result, the ECU mistakenly advances ignition timing thinking that the air is nice and cool. That can and frequently does result in detonation. While the knock sensor will detect the detonation and pull timing, relying on the knock sensor to do your tuning for you is not a good way to have long engine life.
2) Belt Slip: Our kit uses the factory automatic belt tensioner to maintain optimum tension to eliminate belt slip. Our competition uses a manual belt tensioner and has had belt slip issues.
3) Intercooler: Our kit uses a large air-to-air intercooler mounted in the front of the car. The advantage of an air-to-air intercooler compared the competition's water-to-air intercooler is that an air-to-air intercooler is much lighter in total system weight. This is due to the water-to-air intercooler's need to have water in the system, a separate reservoir for water (for additional heat capacity) and a pump to move the water through the system. A disadvantage of water to air also lies in its advantage. Water is an excellent conductor of heat and a high heat capacity. Heat capacity is a double edged sword in that once is has a lot of heat in it, it is challenging to remove it. Water-to-air intercoolers are notorious for heat soak: when the system is saturated with heat and cannot dissipate it fast enough. This is a huge disadvantage on a race track when running long sessions as the system will heat soak after a few laps. While it is true that an air-to-air system is also vulnerable to heat soak, it's lower heat capacity enables it to dissipate heat faster once the thermal load has been stopped.
4) Power Expansion: We support our supercharger kit and offer the means for people to increase their power output with our system should they desire more. The competition does not.
ROFLMAO!!
Seriously, the correct information is in the first post in the link you provided. There's no need for you to think...just read and parrot back the right information.