Stillen Supercharger estimates???

1slow370

pssh it's a friggen GT40 it better have at LEAST 600

NewYorkJon34

Finally some anwsers, I'm glad to hear what kind of S/C stillen is making & if 6psi is suppost to make around 450-475hp it will be perfect for my needs. I just hope this kit is going to be reliable, I don't want to worry about something breaking one day while I'm driving.

1slow370

usually the worst thing that happens is a broken belt so the style of belt and ease of changing that are usually what you worry about. it's self oiling so besides keeping coolant in the intercooler there isn't much to worry about since it ships tuned.

Buddy Revell

Thanks for the clarifications, Kyle. I can't speak for anyone else, but I'm very pleased that Stillen emphasizes solid low-end and midrange gains over peak. Usually, centrifugal systems show great peak hp gains but are mediocre down low, so I'm excited to see how you solve that issue.

m4a1mustang

Looking forward to this. 450 whp with some useable low end grunt will be fantastic for this car.

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Buddy Revell

Considering a full twin-turbo system on our VQ is putting out 442 whp at 6 psi, I doubt the peak numbers for these supercharger systems will be that high unless they are running considerably higher boost.

http://i313.photobucket.com/albums/l...ograph0002.jpg

2fast4thelaw

That is a VERY conservative tune and should be easily matched with supercharged system that is pushed a little plus a few exhaust mods.

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Buddy Revell

To clarify, I was referring to the CARB-legal Stage 2 SC which of course would also have a conservative tune and run about 6 lbs. of boost. My prediction for the kit in that form is about 410-420 to the wheels. A Stage 3 running higher boost with a smaller pulley, more aggressive tuning, etc. who knows?

Kyle@STILLEN

Quite a few people have asked why we have engineered a new intake manifold if we’re running a centrifugal supercharger, here are a few of those reasons.

Intercooler installation- Our intercooler is actually incorporated into the intake manifold. This dramatically decreases the intake air temperatures right before the engine receives the air. On the 350Z we found that the intercooler removed over 100 degrees immediately before the air entered the engine. There are other intercooler styles available such as the water boxes that Vortech offers that are before the throttle body. Unfortunately on the VQ37 this would have significantly increased the cost to have two intercoolers and all of the associated plumbing and just trying to make them fit would have been a major issue. Additionally, there is a lot of residual heat inside of an engine bay. Heat coming off of exhaust manifolds, the engine block, valve covers and more. Running two pipes across the top of all of this heat would only cause the air to re-heat inside the pipe prior to going into the engine. By cooling the air in the manifold immediately prior to its introduction into the engine we are getting the air cooled off as much as possible.

Equal pressurization- Yes, it would have been possible to simply use a Y-pipe design coming off the supercharger that went into the throttle body. But, the problem with that is the different length tubes would cause an unequal amount of air entering the intake manifold on each side. Imagine a centrifugal supercharger mounted behind the headlight on either side of the vehicle, On the supercharger side the air only has to travel a foot or two feet to one throttle body but on the opposite side, the air has to travel three feet across the front of the core support then another two feet back to the throttle body. This differential in distance means that one side of the plenum is seeing boost well before the other side which means uneven air flow and pressure. This could cause issues with tuning, power delivery, and could even cause additional turbulence inside the intake pipes. If both throttle bodies are open and one is receiving forced air but the other is still requiring the engine to be sucking air this will cause a large amount of turbulence inside the intake manifold. By equalizing the length of pipe that the air has to travel through, the engine will receive forced air in the intake manifold equally through both throttle bodies, thus reducing any turbulence.

Equal air distribution- It is very important to ensure that the air PRESSURE is equal prior to going into the manifold but it is even more important that the air is distributed evenly to each cylinder. The factory intake manifold has a very aggressive slope towards the front of the manifold. Combine that with the fact that the throttle bodies are aimed rearward, this could cause the front two cylinders to not get enough air thus causing the two front cylinders to run rich. By running rich and having more fuel than necessary in those cylinders it is actually hurting power and performance. By redesigning the intake manifold we are able to supply each cylinder with an equal volume of air which allows each cylinder to produce the most power possible and to work at its maximum level of efficiency.

Longer Runners- One of the other designs that was incorporated into the design of the intake manifold was a larger intake runner. By lengthening the intake runners we are able to increase torque which will help greatly with acceleration.

Buddy Revell

That explains a lot, Kyle. Sounds like a really unique way to handle the difficulties of working with dual throttle bodies. Thanks.

roplusbee

Mmmm, Mmmm. It sounds better everytime Kyle talks about it. I am staring to get excited about this again again. Be glad when we see the pricing, so I can know how long I will have to eat Ramen, lol.

Side question. How will this kit work out with the NISMO Z? I have heard folks talk about the chassis dampeners interfering with oil cooler installs and such. Just in case I spring for the NISMO instead of the Base Sport *cheezy grin*.

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JoeyD

The front bar on the NISMO is easily removed! That being said, it may not need to be. Water-to-air ICs have the benefit of only needing a small core in the air.

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Kyle@STILLEN

Joey is correct on both of his points.

Some of the additional bracing on the Nismo Z is easily removable. However, I don't know how much of it will need to be removed. We are looking at having a Nismo in for test fitting for the last two days of this week and all of next. If that car doesn't work out then we have other local customer's who have offered their Nismo's for test fitment.

Also, the air to water intercooler is substantially smaller than an air to air intercooler. One thing you will want to seriously consider though is the additiona of an aftermarket oil cooler.

jmlenz

Kyle is finally is spilling the beans! Its been a while since I kept tabs on this thread but it looks like the Stillen SC is shaping up to be some piece of work Like everyone else, I cant wait to compare dyno curves with the Stillen and GTM centris. '10 is gonna be fun!

Buddy Revell

Agreed. I'm already saving up for one of these kits. Most likely by summertime, it'll be on.