Supercharger Build
12-01-2008, 11:13 PM
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Supercharger Build
This is my build thread...
Now that there is tuning for the TSX I can install a supercharger at the psi I want....Any supporting parts that are needed I am sure JOSH will hook me up........
I will be using a JR manifold and putting a twinscrew charger on that. I have done this before, so before everyone jumps and say it can't be done......http://www.youtube.com/watch?v=bvkzmetTOp4 I have all the adapters needed to make this work. The Jr manifold will work easily on the K24 just needs some "custom" items
There are other items that will be needed to make this work and will update this thread with additonal pictures.
I will be using this custom made tensioner bracket that maintains the stock autotensioner and slightly relocates the PS pump a little higher.
I will be running 12psi to start...See where it goes from there. I expect to be around 350HP or so.
Why Twinscrew? Because it is the most efficent Positive displacment charger!
This really isn't a good comparison, but the twinscrew hit like 6.8 psi on this car with stock header, stock exhaust, jackson manifold with the adapter plate, no aftercooler/intercooler, and no tune, so running dumb rich (probably in the 10's) on the jackson 10psi kal... note the peak torque, it's similar to a lot of 9psi setups. according to the column on the right it was already at 4.5 psi at 2661 rpm...
Here IAT's 12psi m62 vs the Twinscrews..
Now that there is tuning for the TSX I can install a supercharger at the psi I want....Any supporting parts that are needed I am sure JOSH will hook me up........
I will be using a JR manifold and putting a twinscrew charger on that. I have done this before, so before everyone jumps and say it can't be done......http://www.youtube.com/watch?v=bvkzmetTOp4 I have all the adapters needed to make this work. The Jr manifold will work easily on the K24 just needs some "custom" items
There are other items that will be needed to make this work and will update this thread with additonal pictures. I will be using this custom made tensioner bracket that maintains the stock autotensioner and slightly relocates the PS pump a little higher.
I will be running 12psi to start...See where it goes from there. I expect to be around 350HP or so.
Why Twinscrew? Because it is the most efficent Positive displacment charger!
This really isn't a good comparison, but the twinscrew hit like 6.8 psi on this car with stock header, stock exhaust, jackson manifold with the adapter plate, no aftercooler/intercooler, and no tune, so running dumb rich (probably in the 10's) on the jackson 10psi kal... note the peak torque, it's similar to a lot of 9psi setups. according to the column on the right it was already at 4.5 psi at 2661 rpm...
Here IAT's 12psi m62 vs the Twinscrews..
Last edited by Highrev1; 12-01-2008 at 11:16 PM.
12-02-2008, 12:22 AM
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Updates to come within a week or 2...Dyno time is scheduled so I have to get this done Dynopack Carlisle PA...If anyone wants to attend lemme know...Any questions I am here
Dynopack Carlisle PA...If anyone wants to attend lemme know...Any questions I am here
12-02-2008, 12:39 AM
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The pulley shown is alot smaller than a TS pulley allowing for more belt contact...TS runs about a 3.6" pulley to run at 12psi...The puelly shown is at least a 3.2" So belt contact will increase assuring no belt slip at that high of a PSI....
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12-02-2008, 05:15 AM
#8
Time to Climb
how long have you been planning this project? is it only due to kpro that you've decided to go ahead with it? you plan on getting an lsd (350hp to the front wheels is gonna be a b*tch)?
good luck as i'm entirely too excited to see where this goes
good luck as i'm entirely too excited to see where this goes
12-02-2008, 10:52 AM
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12-02-2008, 01:10 PM
#10
Burning Brakes
Looking forward to seeing a finished product from you guys
.
....No I am Greg :o...This is just a little project I am doing 
12-02-2008, 06:17 PM
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Burning Brakes
...
12-02-2008, 06:43 PM
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I will be fine with stock internals for now...I am not pushing the limits yet...I may build a new engine, probably will be a destroked k24, 2.3l, using a s2k crank keyed to fit the K but thats not for quite a while.
12-02-2008, 06:51 PM
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Also, anyone have any idea if the internals of the K24 that came with the Auto tranny are any different from those that came with the Manual tranny?
12-02-2008, 06:58 PM
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9psi is not alot really...I would say 15 cooled would be all I would be willing to go on stock components...Same engine I assume same internals, weakest link there would be the tranny. Level 10 could do somthing for that I am sure....Remeber though it isn't so much PSI as it is CFM..You want the most power with the least Pressure..
12-02-2008, 10:51 PM
#17
Burning Brakes
12-03-2008, 10:12 AM
#20
Burning Brakes
Currently running a 3.2" pulley from Pulley Boys (previously thought it was a 3.1" from Comptech 
) courtesy of BigBen .
Correct me if I'm wrong, but it looks as though the M62 runs cooler than the Lysholm from 3000-6000RPM in 3rd gear and hits slightly higher boost throughout the rev range. What's the significance between Steady State vs Gear Sweep?
IIRC, I believe you guys mentioned that a Roots-type blower is actually more efficient than a twin-screw at lower RPMs and/or low-mid boost levels. Could you elaborate?
) courtesy of BigBen .Correct me if I'm wrong, but it looks as though the M62 runs cooler than the Lysholm from 3000-6000RPM in 3rd gear and hits slightly higher boost throughout the rev range. What's the significance between Steady State vs Gear Sweep?
IIRC, I believe you guys mentioned that a Roots-type blower is actually more efficient than a twin-screw at lower RPMs and/or low-mid boost levels. Could you elaborate?
12-03-2008, 01:23 PM
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When is dyno time. I will be home from school on February 19th and if your dyno time is after that and it is a nice day out I will bring the tsx out to check out your dyno session.
12-03-2008, 01:27 PM
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12-03-2008, 03:07 PM
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Up top, in high boost applications is where the Twinscrew is suppose to really shine.Greg, what brand/size injectors are you going to run?
Is an exhaust and must have addition at 9 psi?
Basically, what psi level do you think that I can go up to until my OEM exhaust/cat becomes a major bottleneck? Or do you think it's already a bottleneck at 5 psi?
12-03-2008, 04:20 PM
#25
Up top, in high boost applications is where the Twinscrew is suppose to really shine.Greg, what brand/size injectors are you going to run?
Is an exhaust and must have addition at 9 psi?
Basically, what psi level do you think that I can go up to until my OEM exhaust/cat becomes a major bottleneck? Or do you think it's already a bottleneck at 5 psi?
12-03-2008, 04:31 PM
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Was that with stock cat too?
Dang, this setup is going to end up costing quite a bit. I'm still debating if I want to take the plunge.
Last edited by Tsx536; 12-03-2008 at 04:33 PM.
12-03-2008, 05:01 PM
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Tranny doesnt control the BBG setup...Kpro will Its untested but here is the design I came up with..
So you want BBG for your supercharged car, I haven't tested this so I don't know if it WILL for sure work. But IN theory this is the way to do it..If anyone tests this update us PLEASE!!
Parts-All GM P/N
12591349 GM dual port acutator
15305891 Connector
1997152 Solenoid
All you have to do is give the solenoid a power source and a MAP source...then a direct boost source and then from the selenoid to the actuator and K-pro does the rest. I am hoping that the Bypass valve can open enough to bleed off the right amount of boost allowing for accuate boost levels. JUSTINC is really the one who helped me figure this out so he deserves the REP NOT ME!!
Now JUSTINC knows better but we decided this...
Link to pdf for BBG...http://cyberwolfe.morpheus.net/KPRO/BBG/BBG.pdf
Its untested but here is the design I came up with..So you want BBG for your supercharged car, I haven't tested this so I don't know if it WILL for sure work. But IN theory this is the way to do it..If anyone tests this update us PLEASE!!
Parts-All GM P/N
12591349 GM dual port acutator
15305891 Connector
1997152 Solenoid
All you have to do is give the solenoid a power source and a MAP source...then a direct boost source and then from the selenoid to the actuator and K-pro does the rest. I am hoping that the Bypass valve can open enough to bleed off the right amount of boost allowing for accuate boost levels. JUSTINC is really the one who helped me figure this out so he deserves the REP NOT ME!!
Now JUSTINC knows better but we decided this...
Link to pdf for BBG...http://cyberwolfe.morpheus.net/KPRO/BBG/BBG.pdf
12-03-2008, 05:04 PM
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I am working on getting a custom F/I header made for the TSX...I know 1.75" primaries are needed and wanting a 4-1 setup but...No one makes one. It will be a 2.5" collector so I am looking for a true 2.5" exhaust, but not single and not TOOOO LOUD!!! It is my going out car and the fiance's so it has to stay civil.
12-03-2008, 07:56 PM
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Up top, in high boost applications is where the Twinscrew is suppose to really shine.Greg, what brand/size injectors are you going to run?
Is an exhaust and must have addition at 9 psi?
Basically, what psi level do you think that I can go up to until my OEM exhaust/cat becomes a major bottleneck? Or do you think it's already a bottleneck at 5 psi?
750 RC's
Pretty much without a header and exhaust Pressure goes up...So you could see for example 10 psi on an 8psi pulley if there is too much restrction...Stock exhaust is always a restriction.....
I wouldn't want a custom F/I header if I didn't know it would make gains
12-03-2008, 09:05 PM
#32
Burning Brakes
I've read that the RC 750s are RC 550 injectors modified with larger valves - is that true? Based on a reply from Doug @ Hondata, he recommended that we go with RC 650s because of the inconsistent spray pattern of the RC 550s, which makes me wonder if RC 750s might also not be the best choice...but then again, I'm no expert 
.
Also, are you planning to run an adjustable FPR or staying with stock?
.Also, are you planning to run an adjustable FPR or staying with stock?
12-03-2008, 09:23 PM
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Here is why the 550's are not good.
From Hondata
"A regular misfire will occur at a set RPM. This misfire would occur at the same RPM every time.
Reasons
1 - The spray pattern of the 550 injectors
2 - The position of the 550 injector
2 - The shape of the the manifold
3 - The speed of the blower (related to pulley size)
4 - The angle of the camshaft (VTC)
Altering any of these would alter the RPM at which the misfire would occur. We surmise that the fuel from the fuel injector was being blown backwards and (possibly) into another cylinder. We know the fuel is blown backwards as we have seen nice circular clean spots on the back of the JR manifold. Reversion also happens in NA engines. This is not unusual.
The fuel we suspect is being blown the wrong way as a result of the pulses coming from the blower at a particular speed interacting with the reversion pulses from the cylinder.
The easiest solution was to run 650 injectors which have a more diffuse spray pattern and inject the fuel over a shorter time period.
It would appear that a switch to 650 or 750 injectors will solve the problem. We would also suggest a fuel pump upgrade if you are nearing 300hp."
From Hondata
"A regular misfire will occur at a set RPM. This misfire would occur at the same RPM every time.
Reasons
1 - The spray pattern of the 550 injectors
2 - The position of the 550 injector
2 - The shape of the the manifold
3 - The speed of the blower (related to pulley size)
4 - The angle of the camshaft (VTC)
Altering any of these would alter the RPM at which the misfire would occur. We surmise that the fuel from the fuel injector was being blown backwards and (possibly) into another cylinder. We know the fuel is blown backwards as we have seen nice circular clean spots on the back of the JR manifold. Reversion also happens in NA engines. This is not unusual.
The fuel we suspect is being blown the wrong way as a result of the pulses coming from the blower at a particular speed interacting with the reversion pulses from the cylinder.
The easiest solution was to run 650 injectors which have a more diffuse spray pattern and inject the fuel over a shorter time period.
It would appear that a switch to 650 or 750 injectors will solve the problem. We would also suggest a fuel pump upgrade if you are nearing 300hp."
I will stay stock and not go to a return line until NEEDED...
12-05-2008, 03:34 PM
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12-05-2008, 03:38 PM
#36
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12-05-2008, 05:17 PM
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160 Tensionerbracket
130 pulley
700 manifold
100 inlet
300 Gaskets etc
200 Custom plates
Total 3340....Not too bad at all, granted you NEED Kpro....and the header and exhaust would be good if you really want to make the most power you can....
12-05-2008, 08:26 PM
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so, after kpro and installation it would be around 6500 or so?
12-19-2008, 08:29 AM
#40
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so whats the word on this supercharger install. you gonna dyno this before christmas yet. if so let me know I would love to come down and check it out.
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