The Old One - Energy Dynamics : Commentary - The Times Are Changing
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Why is Endyn getting involved?  In T.O.O.'s own words...

The Times Are Changing

Import Racing has survived many battles and, now we’re entering a mass marketing phase that is simply controlled by money. The companies that want your money are becoming increasingly "domestic", and the most prestigious foreign aftermarket manufacturers will soon be totally displaced by the cheaper, more assessable parts.

I became interested in this market because I was able to have fun utilizing some of our racing technology and turn an innocent Civic into a car that was able to "clean-house", regardless of the competition. We started with normally aspirated engines and despite the unavailability of components, we were able to successfully move from turbo engines to mechanically driven superchargers.

The superchargers were able to transform the normally high revving small displacement Hondas into torque monsters that could operate at lower frequencies and provide tremendous satisfaction both on the street and at the track. To be quite honest, our eyes were immediately opened by the effectiveness of the blown engines. It’s interesting that the turbos are going away as we speak. It’s also interesting to note that when describing the new Garrett components, people still refer to the units as half a turbocharger, when in reality they are simply hydraulically driven centrifugal superchargers. These units will in fact be the future of forced induction due to their efficiency.

During my Honda fascination, a lot of people wanted components that we made or modified and, for many, we were able to deliver. However our attempt to successfully market the systems we designed were hampered by the inability to obtain the components necessary, and also the quality of components we were able to source.

Quality is something that we hold dear at ENDYN. We have incorporated a money back guarantee for everything we produce or sell and that policy dates back to the days of building kart engines for the late King Hussein in the early to mid sixties. We have had two returns since then which is a record that we are simply not willing to tarnish. There have been numerous occasions where one of our customers could have won with a "new" product, but we simply had partial test time on the components and, therefore, did not release the parts. This policy has certainly become a negative issue, but it’s not nearly the problem that could occur should the system break before the competition is over. Our testing standards are as complete as technology will allow, and since the early ‘ 70’s, people have claimed that if "it" breaks, GOD caused it.

Several things became clear during the attempt to provide blower systems to the market. One was the fact that, if we were going to sell the package, there were a lot of customers who would run hard enough to destroy their engines. This is interesting because (the market) universally wanted blowers that could compete with or beat turbochargers. I do not believe that there were any potential customers who didn’t know that turbo chargers could or would blow their engines, but they wanted a blower that would out perform the turbos and not injure the engine at the same time. We attempted to address the possible problem by incorporating an electronics package that would "look after" the engine when the driver didn’t. The package also had stock components such as traction control and boost regulation from the driver’s seat. Combine all that with radically "different" manifolding, air induction systems, pumps, injectors, TB’s, and a header and the box gets very heavy. That was not a problem, but the amount of re-machining necessary to fit each blower with the lightweight rotors became a real problem.

The amount of work was actually more than if we’d started from scratch. Combine that with the fact that, since the blowers were of a generic configuration, the TB location and manifolding to the head were efficient on some packages and not so efficient on others.

This is where the notion of doing the entire enchilada began to look like a viable solution to several problems. Perhaps each Honda application could use the same displacement, but the blower case could be cast differently for each engine. This would allow the exit into a newly designed (high efficiency) manifold would be perfect and the entry could also be placed correctly for the application as well.

Will the individual cases cost more? No, as the numeric machine center is programmed to handle every model case with no tooling changes.

Will the manifolding cost more? Slightly, but the efficiency gain will more than offset the price increase.

Will the quality be as good? We hold a *much* higher tolerance (of clearance and error margin) compare to production Eaton units. Each blower’s dynoed output will be the same with no exceptions.

How about power steering, etc? We have been making electric pumps for the PS so we can remove the belt driven unit, which allows us to move the alternator to move up front. We had nothing to do with the fact that Honda is doing the same thing on production cars…it simply works.

How much boost? Over 24 PSI and, yes, you can blow the crap out of an engine if you don’t treat it sensibly. We are currently working on a device that will roll back boost automatically in the upper gears where the engine is working hardest and hopefully we’ll be able to keep the cylinder bores round without expensive block work.

Will it be hard to install? We are making every effort to make it installer friendly and we encourage owners to do the install themselves as a learning experience.

Will it be street legal? It will not be sold if it’s not legal.

Will there be a racing version? There will be some add-on components that will allow maximum performance for track only applications. Most pieces will be electronic in nature.

What Honda applications will be covered? All 1989 and up D16’s, all B16’s, and both H and F applications. The D and B series will be the first to market.

When will it be available? Good question. After the last episode, we are not going to discuss the release date prior to having systems in boxes and ready to ship. There will also be no instances where we will get involved in adding to the system every time someone wants something different. Once the configuration is "frozen", the production and sales will begin.

There will be no deposits and the availability will be announced when we are ready to ship.

It’s safe to say that there will be nothing for several months yet, but ENDYN is not placing the blower program second to our other work this time around.

What other components should one buy? The same that we have previously preached. Invest in suspension up grades, a good LSD, a efficient 2.75" to 3.0" catalyst and exhaust system and a good clutch with an aluminum flywheel (no dangerous lightened stock components).

What if there are more questions? We will attempt to formulate answers that will address as many questions as possible and we will update information and specifications as needed.

- The Old One,  March 1999

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Why is Endyn getting involved?  In T.O.O.'s own words...