Ok off to snorkel.

Well someone unnamed neg rep'd me saying I don't help this community. I can call bs on that one as I more then help this community in more ways then one. It's really people like that, that ruin great forums like this one. Let the 350z trolls stay on my350z and continue to ruin their own forum.

+ green pip.

You guys are great lol, I wish I knew who just repped me so I could return the love, no homo

The Dreamer,

What intake piece did you add to help you make that extra power?

No extra piece, all pieces supplied by GTM.

Those are great numbers Dreamer +1 to you, I'm thinking of going this same route with the stillen and the LTHS. Is there anything I need to know before hand or would I be better off with the HFCs?

Interested to see how your number go with the Stillen Kit and LTH's. No one has stepped up to try a stage 2 GTM SC with LTH's and we haven't heard anything on VVEL being cracked anytime soon.

Old thread revival
 

Sorry to be reviving this old thread but I came across is it and I think I am missing something here.

My dilemma is here is why Dreamer is making less power with LTH's. I understand boost = back pressure so freeing up the exhaust (CBE +LTH) will lower the back pressure (and therefore the boost) and make it more efficient, but shouldn't he be making more power @8psi rather than less?

Now is it because the SC is capped @ 8psi that it can't achieve higher numbers or is it some VVEL thing holding it back?

Sorry, not trying to stir the pot just trying to wrap my head around this.

Thanks

The Supercharger Unit itself is not capped at 8psi...our Stage 1.5 Supercharger Kit proves that.

The Stage 1 Supercharger as it was originally designed, needs a little bit of back-pressure from the exhaust to keep the compressor in its efficiency range. Once the exhaust back pressure is reduced too much, the compressor loses efficiency and therefore, makes less power.

If you are looking for more power than the Stage 1, but still want good mid-range torque, then check out the Stage 1.5: http://www.the370z.com/forced-induct...p-capable.html

Ah ok thanks Mike, forgot about the efficiency range. Makes sense now.

Thanks again

Mike@GTM answered this well!

There is nothing wrong with our headers or exhaust. In an N/A application they have big gains across the board...

I do not want to stir the pot as well but the stage I kit is inefficient! I am glad to see GTM finally is making a bigger more efficient kit that can support less back pressure.

I do not think that our headers will fit with the stage 1.5 kit though. I have not seen the kit first hand but I have been told that with the new design, there is no room for our headers!

Thanks, Tony

Mmmm...I wouldn't call the Stage 1 "inefficient". See, there's always a trade off, as you should know. Bigger is not always better.

In fact, there are a lot of subtleties involved with designing a forced induction system. It's not as simple as just tossing a turbo or supercharger on a motor and getting good results. There is an thread on here that exemplifies what can happen with that mentality.

The Stage 1 kit (much like a small turbo), has superb mid-range torque for a centrifugal supercharger. The Stage 1.5 (like a mid sized turbo), gets to full song a little later than the Stage 1, but still quicker than Stage 2 (like a large turbo).

Each one of our stages has its place depending on what the end user is doing with their car. No one stage is going to be the best for every circumstance. Flatly calling our Stage 1 inefficient just illustrates that not everyone fully understands how forced induction really works.

But the question still remains with the stage 1.5 or 2 work with the LTH's?!?!?!?



:)







DAN

If it's the same compressor wheel with a different, more efficient, housing on the stage 1.5, why is it taking longer to come online?