Prototype Photo Gallery
Early prototype mock ups for B series
motors on Integra Type-R
Latest "release" pictures on Integra
Type-R SC prototype
Final prototype of ZC (1.6 DOHC)
Final prototype for D16 series (1.6 SOHC)
Related Articles
Blower Efficiency - Not satisfied with your Jackson Racing kit? We
can help.
ENDYN's Most Famous Blower Mod
- Why does the JR kit run 6 psi
stock? If you raise the boost simply by changing pulley, this is
what might happen...
The Times Are
Changing
- T.O.O. talks about why he's getting involved with the import industry
and how the SC development is being treated. 3/99
Blowers and How To - About roots type supercharger, its history, and
modifications. 4/99
It's Difficult To Make Hard Heads "Soft"
- High compression with
boost? How can that be? Static vs. Dynamic compession?
5/99
|
Supercharger FAQ
Last updated 8/25/00 - minor update to the FAQ below
Q: When will it be released? And how much?
The price range for the kit we're trying to hit is around
$3500. That's been the target for the last year or more
because we're trying to be as up-front as possible with everyone.
None of us are disirous of being inundated with a lot of schedule
questions again. The systems are done, when they're done.
The pricing of $10K was meant to stop the questions, so we
could work in a less pressure-filled environment, so don't you guys
start hammering on us ahead of the releases. Our lives are pressure
filled enough in this business and we do not need to be stressed by
programs that we we're doing in house where there isn't a contracted
time, and, or unlimited funding. When things speed up, they cost more
and require more updates down the line and we're not interested in
creating that type situation either. We appreciate everyone's
patience.
With that said, emails to staff regarding pricing and
release date will be directed to /dev/null.
Q: What is the T.O.O Supercharger Kit anyway? And why all the fuss?
It is a complete, and a true bolt-on kit. It can be installed by using regular
hand tools. It does not require any fabrication or cutting of any sort. It has also
been extensively tested for several years, will be CARB approved, and a long product service
life similar to factory engine at 100,000+ miles projected. Plus, the juicy part that you
really care for - lots of power. Does it sound too good to be true? We all know that if
anything sounds like that it usually is too good to be true. But the kit is for real and
that's why all the fuss.
Unlike company that claims their product have
been "extensively researched, developed, tested" when in reality usually the customers are the guinny pigs (although customers can't wait and
prefer to run prototypes). Our SC kit will be fully engineered. We intend to do it right and make it
perfect the first time around.
Q: Why a supercharger? Don't turbochargers make more power?
Many people wonder about this. From a engineering point of view, turbos make a lot of
sense. They make use of otherwise wasted heat and energy that normally goes out of the
exhaust pipe. Theoretically that are more efficient than SC. T.O.O. like and have worked
with turbos before (lot of experience in CART), but after much thought he feels sc will do
the job right - that is, 11 second time slips with full weight, on pump gas, with cat
intact. Full street legal trim basically. Main reason he didn't use turbo was because the
stress it adds to an engine that was not designed for turbo. Factory turbo car has a
thoughtful cooling system, and the cylinder head and engine block has the necessary
features for prolong exposures to the intense heat present in turbocharged engines - such
as stainless exhaust valves, different valve seat material, proper cooling around the
exhaust ports...
Q: Which engines are the kits be developed for?
-
B series engines including B16A, B16B,
B17A, B18A, B18B, B18C, B20A, and B20B
-
D16* series engines, basically 1.6
SOHC's
-
H series engines including H23A, H22A
-
F series engines used in Accord and
Prelude
Q: What is included in the SC kit?
-
roots type blower (our own design with
super light weight carbon/thermoplastic rotor, high clearance specs)
-
super efficient carbon/thermoplastic
manifold (flow balanced with in 1%)
-
state of the art intercooling system
inside the plenum (with a small external reservoir) blower bypass valve
(two way)
-
carbon/thermoplastic intake tube
(between throttle body and blower)
-
cold air intake system by Thompson
Engineering
-
electronics (ENDYN black box that
plugs in between ECU and factory harness) for boost, fuel, and traction
control
-
fuel enrichment system (injectors,
fuel pump, fuel pressure regulator)
-
Kamikaze 4-1 header 2.5" collector
-
detonation controlling ignition
module
-
pulley drive system
-
new electronic steering pump
-
alternator re-locator
-
all mounting brackets, sealants,
specialty tools... etc.
Q: How much boost does it make? Can my stock bottom end take it?
The boost is variable and it goes up to 24 psi with about 17 psi at around 3,000 rpm.
Many prototypes have been up and running for more than two years with stock engines.
It is not boost that kills the engine, it is bad tuning and detonation at
the wrong place/time.
Q: Does it come with the intercooler?
Originally it was not planned because the blower efficiency was quite
good as is... together with the well designed intake manifold even in Texas with 100+ degree weather
the car has never detonated. However, due to new technologies that are just now available
and also with this Summer 99 Texas weather being 120+ we decided to inorporate intercooling into all kits. Our
IC will cool the air to well below ambient temperature, and the special
"membrane" setup will not upset the air. In fact this is pretty much a zero loss
system in terms of flow and there is zero pressure drop.
Q: How much hp/torque will it make?
Before the IC were added, the B16A was making over 400 hp, the B18C5 (Type-R) just
under 400 hp. These engines have more than 200 ft-lbs below 2,000 rpm and
the peak torque number is conservatively rated at 350+ ft-lbs.
Q: How is fuel enrichment taken care of?
Injectors: properly sized injectors from RC
Engineering
will be included. They will flow enough for the HP requirements while still able to
pass smog test.
The trick to retuning to "stock" air
fuel ratios during drive cycle testing is accomplished with some rather
simple electro mechanical components which not only control injector
"events", but also can change fuel pressure dramatically. We use both
pressure manipulation, and injector event duration to control all
functions. The unit may be switched into a defeat mode for adequate fuel
curve implementation during those "special" times. There is also an
over-ride I've built in so that should the driver be concentrating on
the competition, the system will not allow a lean out or any other
potentially damaging occurrence. Even in the defeat mode the engine is
so clean at idle and anything under about 2" Hg, that it will easily pass any tests, and the worst combined mileage
reduction we've experienced has been 2 mpg. (combined)...steady state freeway cruising actually will yield slightly
better than stock.
The electronic modules do indeed plug in to the stock ECU, and the wiring harness simply
plugs into the module. There are two additional mini modules that plug into sensors, with
the stock wiring plugging into them (these units are about 1" long), and are only
necessary on a few applications currently. I hope to eliminate them shortly. The only mod
ever made to the ECU has been some early-on rev. limiter removal, and we simply don't
need that anymore, in fact we've built in a limiter to lower the limit on the R Type, as
it's far too high from the factory.
Q: How does the traction control work?
The speed sensors come with the system and are
completely separate from any factory components. If you've read any of the recent press
from CART, you'll know where the "legal" traction control came from....in fact
the profits have helped quicken the pace on the Honda programs. You may adjust the system
to provide less than 1 - 1 front / rear slip ratios, and from there up to optimize the
traction coefficient of the tire compound you run. You can rev. the engine to the limiter,
and side step the clutch, but the tire spin will be exactly where you set it. The system
can also be switched off, so those wanting to "impress friends" may do so. The
traction control will come as a standard part of the kit, as will the header, and
everything from the manifold to the air cleaner on the intake/blower side.
Q: I'm doing an engine swap, which engine is the best for the kit?
Our favorite engine "as-is" from the factory is of course the
B16A. But on average all the Honda engines are well built. If
you already have your engine swapped out and it is not a B16A, don't worry
about it too much.
Q: How difficult is it to install the kit?
Installation will be straight forward with common hand tools. For anybody who play
with their cars at all the factory service manual is a must. Honda manuals by Helm are the
best.
Q: I hear that VTEC is disabled on the system? Why?
The problem with the VTEC is that the intake event is too long, and the exhaust isn't
really the problem. As for optimizing cam shafts for the VTEC engines, some day we will,
but we're going in so many directions now, there's no time. The other thing that you must
understand is that with the blower, you already have too much torque at low rpm, and it's
almost impossible to stay off the rev limiter in the first three gears because the engine
accelerates so quickly "under pressure". Once you ride in one or better yet
drive one, I really don't think you'll be thinking about the VTEC for a while. Pressure is
a wonderful thing.
Q: Will you make a special camshaft for the SC kit?
As efficient as the SC kit already is, there are some more horses to be found in a
properly design blower cam. Currently there is actually too much low end torque which
makes the car a bit too touchy to drive. T.O.O. has worked on this problem for some time
(I believe via. boost/ignition timing changes)... In the higher rpm area (for VTEC
engines) the cam profile has too much overlap; long overlap is necessary for naturally
aspirated breathing but with 20+ psi of boost on our side it actually hinders performance.
This is the reason VTEC is disabled.
In any case, in the future a less aggressive high rpm (more sc friendly) profile will
be offered. Revealing even more power up top as well!
Q: What parts do you recommend to go with the SC kit?
A limited slip differential is highly recommended. Depending on which car either go for
the factory Honda Type-R LSD or a Quaife ABD (automatic biasing differential, similar in
operation to Torsen). If cost is a concern some places (such as CRE) can modify your stock
differential into a clutch pack type LSD.
A 3" exhaust
system is necessary for best performance, as well as a high flow 3" catalytic converter.
A
high performance clutch is recommended. Something along the side of a full
face kevlar disc with higher rate pressure plate. We recommend and use ClutchMaster
products.
Q: Is this kit bullet proof? Does it require lot of maintenance?
The kit has safety provisions, but nothing beats a sensible driver's head. Some people
are just ruthless and can break anything... If you use common sense, and don't abuse the
car - for example, it is not good to run into the rev limiter. To keep the car in shape
just do the normal things, like oil change every 3,000 miles if you're not on synthetic,
check the plugs every couple of months, fluids... etc. The blower is internally
lubricated and expected service life is 100,000 miles
|
