Is that the same for the other motors? Just the rods?

 

Hmmm, I always though the pistons were too. My mom has a TL Type-S and that thing has titanium rods and a magnesium intake manifold. Crazy that a lot of cars are coming with sweet internals and such these days. There's a lot of guys on here with 20-30K running around with superchargers, quite a few daily drivers too. I'd like to see more, hell do a youtube search and theres only like 3 videos.

 

that's true... you don't see many on youtube... what's going on....? mine is going to be a dd..... and my camary.... you can't beat toyota when it comes to reliabilty........ an 05 with 120k on it already... the only thing i've done is 60K oil and gas...... oh new tires as well.....

 

wow, any updates?

 

If the rods are forged but pistons arent why not upgrade the pistons to forged dish so the compression ratio can drop and you can safely run more boost. The V2 superchargers from vortech can handle 20 max. A little tuning, a little more fuel, a little more boooooooost bada boom bada bing over 500 wheel. BTW did they put the stage 2 out yet?

 

I'm curious too

 

nuckin futs... I'm thinking of staying with a 6 PSI and 91 octane tuning so I can keep the engine life up a little. Some of the numbers you guys are talking about sound potential catastrophic.

In the days of building rods with my old man, you learn you can't upgrade one thing without breaking another... hope the motors stand up to this new areas of boost, especially for us 3.4L folks.

Cheers
Aaron

 

Not awlays true. In some cases depending on the parts in the motor you can replace one without the other. For example in the 2.7t s4 the pistons and crank are forged but the rods are cast and poop the bed around 500 wheel. Alot of people to save money will upgrade just rods and run over 500whp without an issue.

 

You actually just confirmed my point... there was a need to upgrade motor internals in order to run more boost/HP.

I'd be a little nervous doing a SC with the level of boost referred to in here on a bone stock motor not actually "designed" for such a level of application.

Cheers
Aaron

 

Sorry about that man i thought you ment like if you did upgrade rods you must do pistons or they will break (example). Ya on completely stock levels i would be a tad but worried just because the compression ratio is really high for a induction application.

 

The V2 cannot get anywhere near 20 psi to the cylinders. You have to calculate the plumbing between the compressor and the intake which will reduce boost by at least half in the best of conditions. Even 10 psi out of the V2 is beyond it's best efficiency.

 

I wonder if VF's news was the reason that TPC dropped their price to around $7000 for their supercharger. Either way, I'm more interested in VF's stage II, as long as it doesn't destroy the other mechanical components along the way. I may be speaking completely out of my ***, but could VF provide some sort of electronic, variable boost mechanism, (like turbos) allowing the driver to adjust the amount of boost? Or would that require computer changes on-the-fly to account for fuel, etc?

On another note, does anybody know how many splines the OEM drive axles are manufactured with? Back in the Mitsu 3000GT Turbo days, guys were shredding the splines due to too much HP.

Good stuff.

 

It's very easy to control the boost with a supercharger. It just takes a variable bypass valve control along with a variable control of the MAF.

 

On the website vortech rates it for 20psi max how would there be that big of a pressure drop theres not that much plumbing.

 

Well it may do 20 max, but not at a sustainable rate. As in the heat created and stress on the SC at that point may only last for a little while before it flies apart.

I think what is meant by 10 psi being the most efficient is that its not overheating and can sustain those levels for long periods of time.

Remember, as heat goes up, performance goes down....

Cheers
Aaron