Supercharger going on...car back next week
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To clarify this, there is an ECU and then there is a secondary computer that is added as part ESX's supercharger kit to control different parameters under boost. I went with the RSC/Paramount ECU tuning but that doesn't affect the secondary controller used by ESX which is all in-house and can be re-tuned to change different things...as opposed to the ECU which can only be adjusted by removing it and sending it to someone (in England in this case) who can upload new software. For the ESX secondary controller, they can plug in their laptop and change the settings at any point. In fact, they are going to teach me how to do that myself for the future.
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Yeah as of yesterday I have begun the process of switching to another wheel...I've basically lost faith in HRE's ability to deliver.
As for the tuning, ESX is flying their chief tuner up to me to make some adjustments in the mapping to suit my personal driving preferences, and also to fix the issue of the throttle cutting out at 6250 rpm. It was part of their planned tuning on this car but I don't like it and it can be fixed easily since it's due to the throttle flap closing to limit power. I have to say that ESX has been absolutely EXCELLENT to deal with and has gone out of their way to handle everything I have asked from them.
I took the car out for a bit last night and it was awesome. I'm getting a feel for how to keep it on boost to maximize the power. Once the top end is opened up and the wheels/tires are on it's going to be insane.
On a side note, I highly recommend the H&R springs, also, if you haven't done that yet...they made a huge difference in the handling and tossability of the car while improving the harshness that is on the stock cars. Makes the car feel much lighter on its feet. It's similar to the stock sport suspension but feels even more buttoned down. I got them pretty cheap from Tire Rack although I know other places carry them.
As for the tuning, ESX is flying their chief tuner up to me to make some adjustments in the mapping to suit my personal driving preferences, and also to fix the issue of the throttle cutting out at 6250 rpm. It was part of their planned tuning on this car but I don't like it and it can be fixed easily since it's due to the throttle flap closing to limit power. I have to say that ESX has been absolutely EXCELLENT to deal with and has gone out of their way to handle everything I have asked from them.
I took the car out for a bit last night and it was awesome. I'm getting a feel for how to keep it on boost to maximize the power. Once the top end is opened up and the wheels/tires are on it's going to be insane.
On a side note, I highly recommend the H&R springs, also, if you haven't done that yet...they made a huge difference in the handling and tossability of the car while improving the harshness that is on the stock cars. Makes the car feel much lighter on its feet. It's similar to the stock sport suspension but feels even more buttoned down. I got them pretty cheap from Tire Rack although I know other places carry them.
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Yeah as of yesterday I have begun the process of switching to another wheel...I've basically lost faith in HRE's ability to deliver.
As for the tuning, ESX is flying their chief tuner up to me to make some adjustments in the mapping to suit my personal driving preferences, and also to fix the issue of the throttle cutting out at 6250 rpm. It was part of their planned tuning on this car but I don't like it and it can be fixed easily since it's due to the throttle flap closing to limit power. I have to say that ESX has been absolutely EXCELLENT to deal with and has gone out of their way to handle everything I have asked from them.
I took the car out for a bit last night and it was awesome. I'm getting a feel for how to keep it on boost to maximize the power. Once the top end is opened up and the wheels/tires are on it's going to be insane.
On a side note, I highly recommend the H&R springs, also, if you haven't done that yet...they made a huge difference in the handling and tossability of the car while improving the harshness that is on the stock cars. Makes the car feel much lighter on its feet. It's similar to the stock sport suspension but feels even more buttoned down. I got them pretty cheap from Tire Rack although I know other places carry them.
As for the tuning, ESX is flying their chief tuner up to me to make some adjustments in the mapping to suit my personal driving preferences, and also to fix the issue of the throttle cutting out at 6250 rpm. It was part of their planned tuning on this car but I don't like it and it can be fixed easily since it's due to the throttle flap closing to limit power. I have to say that ESX has been absolutely EXCELLENT to deal with and has gone out of their way to handle everything I have asked from them.
I took the car out for a bit last night and it was awesome. I'm getting a feel for how to keep it on boost to maximize the power. Once the top end is opened up and the wheels/tires are on it's going to be insane.
On a side note, I highly recommend the H&R springs, also, if you haven't done that yet...they made a huge difference in the handling and tossability of the car while improving the harshness that is on the stock cars. Makes the car feel much lighter on its feet. It's similar to the stock sport suspension but feels even more buttoned down. I got them pretty cheap from Tire Rack although I know other places carry them.
Hi Jay. Just for the sake of clarity - the RSC/Paramount supercharger uses its own unique software. This is totally different to the either of the ECU programs for normally aspirated cars. In order to achieve full control of cams/timing/ignition etc. necessary for the supercharger to work properly you cannot utilise the standard ECU alone. The program we use for the supercharged cars is totally unique and was written onto a secondary ECU from the ground up to provide a very precise level of control over engine functions.
I'm not sure what you mean by stuck in the mud - I'm assuming you don't mean it in a nasty way. The situation with a SS car is that we haven't supercharged one yet. Since there is interaction between the SS and the Engine functions during shifting, we don't simply want to assume that it will be fine and find out that further mapping is needed for a SS. We're not the sort of guys who would just say 'yes' and hope it works fine. That said, it is possible that there will be no problems whatsoever. We just don't know yet, and we want to do the first one in the UK where we can change the mapping if we need to. Until such time as we have a customer in the UK with a SS car we can't give you a definitive answer. So we're not really stuck in the mud, just trying to be 100% before we commit.
I'm not sure what you mean by stuck in the mud - I'm assuming you don't mean it in a nasty way. The situation with a SS car is that we haven't supercharged one yet. Since there is interaction between the SS and the Engine functions during shifting, we don't simply want to assume that it will be fine and find out that further mapping is needed for a SS. We're not the sort of guys who would just say 'yes' and hope it works fine. That said, it is possible that there will be no problems whatsoever. We just don't know yet, and we want to do the first one in the UK where we can change the mapping if we need to. Until such time as we have a customer in the UK with a SS car we can't give you a definitive answer. So we're not really stuck in the mud, just trying to be 100% before we commit.
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Nothing nasty meant at all. My first contact with RSC or Paramount concerning a supercharger was this time last year. In fact, at the time I believe that the cost was estimated at $15,000. Esx had their kit at that time and I have been waiting patiently. I believe that Tahoe was also considering it as an option. He and others on the forum have pulled the trigger on the ESX system and are now discussing the results. Is there anyone in the US with your system to date? I would love to hear from them. I had a chance to try the reprogramming on the SS and ECU and I did it. I would like the same opportunity with the SC.
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I just had the use of a Vantage for the weekend, and really enjoyed it, aside from the lack of power. I'd love to hear more detailed driving impressions with the blower, since that would be a must if I pick one of these up.
Which supercharger manufacturer's head unit does RSC utilize? Self contained oiling system? Bigger injectors? Intercooler?
Thanks in advance....
Which supercharger manufacturer's head unit does RSC utilize? Self contained oiling system? Bigger injectors? Intercooler?
Thanks in advance....
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Well, I found the answers to most of my questions here. Great to see the torquey, quiet TVS unit being used here.
http://www.rsctuning.com/product_inf...roducts_id/775
http://www.rsctuning.com/product_inf...roducts_id/775
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I just had the use of a Vantage for the weekend, and really enjoyed it, aside from the lack of power. I'd love to hear more detailed driving impressions with the blower, since that would be a must if I pick one of these up.
Which supercharger manufacturer's head unit does RSC utilize? Self contained oiling system? Bigger injectors? Intercooler?
Thanks in advance....
Which supercharger manufacturer's head unit does RSC utilize? Self contained oiling system? Bigger injectors? Intercooler?
Thanks in advance....
RSC's system utilizes its own unique inlet manifold, cast and flow optimized for the supercharged engine. This is delivered with larger injectors already installed (660cfm), along side a water injection system which cools the charge in place of an intercooler. The net result is a more precise ability to cool the charge than an intercooler and far less visual clutter in the engine bay. The water/fuel ratio varies depending upon driving conditions but averages out at about 2.5:1, meaning you need to fill up the water tank at least every other visit to the gas station. If the reservoir runs dry there is a failsafe mechanism which prevents damage to the engine by limiting output until water is refilled:
The 'blower' itself is an Eaton Twin Vortices 6th generation unit. These do feature a self contained oiling system. Twin screw blowers like these tend to make slightly less ultimate power than a centrifugal-style at the top end, but have performance advantages at the bottom end where they produce more torque and take less time to 'spool-up'. The net result is that an Eaton will lose to a centrifugal at the drag strip, but tends to produce more user-friendly refined power:
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Greater adiabiatic effiency, and quieter to boot! The TVS has become the OEM application of choice in cars like the ZR1/CTS-V/XFR, and it doesn't sound like a dentist's drill the way the old Roots units did. Anyone who's driven a Mustang Cobra or Lightning knows what I'm talking about.
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The reservoir is actually housed within the inlet manifold - a nice central location which is designed to support the weight (although at 5L we're only talking about 5kg when the reservoir is full anyway). There is a small header tank and filler which is located in the top left section of the engine bay - barely visible.
Last edited by Stuart Dickinson; Jan 12, 2010 at 02:00 PM.
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The pump I couldn't tell you specifics on, except to say that we went very far down the overengineering route with it. The pump units are designed to operate continuously for thousands of hours and are more than up to the task.
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i didn't realize this setup came with a water injection system. that's pretty cool. have you guys tried putting in meth (50% mix, or 100%) and tuning for that? or did you just do 100% water? i'm curious if using methanol would bump up the potential of the system.
my only negative thought on the whole thing is that the intake manifold is very, very cluttered with "badging."
my only negative thought on the whole thing is that the intake manifold is very, very cluttered with "badging."