Steve,

This is the most exciting upgrade I've seen for any FI CLS/TLS/AV6.

Also, it seems there is confusion on Max Boost Pulley from Payn Tech (alternator s/c pulley???) and the the place you were talking about who make s/c pulley for GTP who can make that ~8psi (CLS) blower pulley (~10psi for Accord). So which one do we need for AV6 to see higher boost? Also, several people already ordered from Payn Tech that Max Boost pulley that supposed to be for the blower, so what should we do?

Thanks.

 

Payn Tech's pullies are mounted on the alternator and overdrives the pulley mounted to the jackshaft of the blower. They can make one the same size as the CT HBP, or larger as is the Max pulley. The pulley Steve ordered is from South Florida Pulley, and replaces the pulley on the jackshaft of the blower and was sized to work whith the CT HBP on the alternatror. It is easier to replace the jackshaft pulley than the alternator pulley.

 

av6ent, if you allready have the CT HBP, the South Florida pulley would probably be your best bet. If you don't have the CT HBP allready, then the Payn Tech Max pulley might be a better way to go.

 

I do have (actually friend) CT CLS HBP on AV6 and Payn Tech MB pulley is already on the way.

 

The Max pulley will replace the CT HBP, and should spin the blower right to the limit.

 

So he should keep Payn Tech MB pulley to see ~10psi on Accord and forget about that Florida blower pulley source (assuming that its easier to replace the jackshaft pulley than the alternator pulley)?

 

Or he could cancell the PT Max and order the SF pulley. Either way will do the job.

 

Thanks, bro

 

All you guys going with small pulleys for high-boost applications need to watch-out for fuel issues. The stock injectors are just not capable of supplying fuel for 400+ hp especially when running the pump at 90+psi. It might work for a little while, but is very unreliable. If you want to run more boost, invest in engine and fule management mods.

Just my $0.02 - be safe, rather than sorry!

Simple calculator is here:

http://www.rceng.com/technical.htm

Plug in 400 hp (crank), 6 injectors, 0.6 BSFC (for FI applications), 90psi fuel pressure and 0.80 for injector duty cycle. You need
6x 365cc injectors!!

Stockers are 240cc

 

VERY TRUE allmotor.

Friend ran 270cc on his ~8psi Accord V6 (AV6) and will be upgrading to 310 or 370cc with ~10psi of boost. Other fuel issues hope e-Manage will help.

 

post some damn vids, i need a SC first of all

 

As Brad mentioned, I am getting my pulley from South Florida Pulleys. As it turns out this is a guy I knew years ago from when I had my GTP.

What I have going on my car is the supercharger pulley. This is a 3.5 inch pulley which is down from the base 3.8 inch pulley. But I also have the Comptech alternator HBP pulley on there. This has an SC drive diameter of 3.275 inches which is up from the base pulley of 3.0 inches.

My intention is to not use a single pulley to get up to the 8 PSI for the CL-S/TL-S (10 PSI for the AV6); but to use a combination of the alternator and SC pulleys. The idea is not to be too dramatic of a size change on either side in order to keep the proportions similar to what Comptech intended. This should allow for keeping the same belt and suggested tension.

As for what to get, I suggest waiting a little bit. We need to see how the pulleys turn out and their durability. I will then run the numbers to determine what sizes should be required to get the desired boost. As with the IC, this will be available soon.

 

Very true and is one reason the e-Manage is required with the IC and more boost.

IMO, I am at the limits of the stock injectors right now. With the IC and just the HBP I had to add 5% additional injection to get the A/F back under 12:1. With cold air it still creeps up but no knock is present. With 2 PSI more boost I will need about 10% more injection to keep it in the high 11's. This would be a total of 15% more fuel being added. The base duty cycle is around 75% nearing red line. With 15% more pulse width I would be taking this up to about 86% duty cycle. This is above the generally accepted 80% limit.

I will certainly be going to larger squirters soon. But I wanted to see how far the stockers could be taken on this setup and it is becoming apparent that they are nearing their useable range.

 

The e-Manage will be critical in getting the proper amount of fuel throughout. I will be swapping out for 36 lbs/hr units which are about 370 cc/min.

Why I still lean to using the lbs/hr number I don't know. Guess it must be my domestic history.

 

The other thing is fuel pressure - you shouldn't run 100+psi (which is probably what you will have at 8psi) - don't think its too safe. Most fuel pumps crap out around that range.

In any case, good move on the 370's. Those are what we will be using for our kit - believe a 15psi static pressure drop should effectively make the 370cc flow about the same as 310's; E-manage should control the idle etc. from that point.

 

We are already hitting well over 100 PSI fuel pressure. But this pump does have an integral bypass which bleeds off some of the excess which is why the pressure drops at the higher revs due to limited flow capability.

IMO, I'm less worried about the pump and more concerned abotu the fuel lines under the hood. I'd prefer not to have one pop off or burst under the hood due to too high of pressures. :flamer:

 

Even if it's not required, could it hurt to run larger injectors?

 

Not at all.

 

I just got my car back. It's raining so I couldn't really test the s/c out. There is a noticeable power gain, but I am a little disappointed from the couple quick spurts that I did. I was expecting a kick in the dyno-butt but it's more of a gradual power increase as rpm's climb.

I can't wait for the hbp and intercooler. Hopefully that'll give me a kick in the pants.

Also, I had the tranny cooler installed. Is the intercooler front-mounted? Will this be a problem since the tranny cooler is right behind the modified shroud?

 

the IC is top mount. it replaces your intake manifold.

 

But the heat exchanger for the coolant is front mounted. However, it can reside on the other side of the radiator vertical support.

 

The HBP will make a noticeable difference.

Remember, the SC is increasing torque throughout the band so there shouldn't be any surge. It should just feel like a larger engine was placed under the hood.

 

Good point allmotor...You got me thinking, what is the largest shot of nitrous (dry) that can be run safely on stock 240cc injectors? I am currently running a 75 shot with stock fuel pump & injectors, but I want to up the power. I just bought a fuel pump, but I don't know if that will be enough for what I plan on doing. Besides the fuel pump, would I also need bigger injectors to run a 90-100 shot (dry)?

 

A 100 HP shot would be nearing the limits. 125 would be questionable and I would seriously look at fuel pressure and A/F ratio just to be sure.

 

Yeah, will see how it goes (i.e MB or FB - Florida Boost pulley) Steve, to determine which one's better. Take your time.

I swinged by Serge's house, to see the Payn Tech MB pulley he just got and its soo incredibly light you can barely feel it comparing to any heavy CT s/c pulleys. Good stuff!

 

A 'dry' nitrous kit basically blocks the fuel-return to increase rail pressure instantly while injecting N2O. Now... now the size of the shot really depends on a few things:

(1) How high rail pressure are you getting
(2) How big of a shot

In regards to (1): The stock pump is basically garbage above 80psi - a fuel pressure guage won't help; you need to know the 'flow' of the pump at a certain pressure. A WOT... 6K RPMs when the injectors are pretty open the pump might be wimping out.

(2) This is entireley dependant on if you are getting enough fuel. You can run a LOT of nitrous on a stock motor... just make sure you arn't running lean AND you are progressively increasing the load on the motor. To run a 125-shot, I'd run a 50-shot and a 75-shot.

Nitrous never makes big power - its good upto a point; beyond that FI rules!

 

Just curious as to how the IC is working out. Any updates?

 

Thanks for your response allmotor. Do you think that my stock fuel pump might be causing this problem-----> CLICK HERE? It started happening right after I installed the bottle heater & purge. Not to mention that the check engine light would come on AFTER 6K. It is very obvious that the bottle heater has given me much more power with the same 75 hp jetting. Is it possible for the stock fuel pump to be wimping out & causing a lean condition because of the increase in power? Any advise you can give will be great. Thanks again

 

Other than working beautifully. not much to report.

It is so nice to be able to have good power when the OAT is reading 86 degrees. Last year when it got hot out my car would feel rather sluggish due to heat soak when compared to colder days. There is a power drop but it is not nearly as severe.

I have another pulley being made and should be to me by mid-May. At which point I will re-tune and then do actual testing. In the mean time I am coordinating the production and distribution of the IC as required.

More on this later but due to this and other items people have wanted I have decided to do this on a real basis.

 

It can't be helping. IMO, you are asking too much of it. I suspect you are running dangerously lean. Comptech upgraded the fuel pump on the SC kit when they planned only about a 40 WHP gain. You are nearly double that and running the stock pump.

Please spend the $100 an get an upgraded pump.

 

It's funny that you mentioned Comptech because I ordered the Comptech in-tank fuel pump last week (before the CEL incident). It should be here really soon.

Thanks again

 

Good thing, I am easily running 125 WHP over what I was without the blower and still have enough fuel from the pump. However, I am curious what your fuel pressure and A/F ratio is after the pump is installed.

With the IC alone, fuel pressure was not enough alone to keep the A/F ratio in check. With that amount of spray the pump alone might not be enough for long term use.

 

What do you suggest for the long term?

 

I can't say for sure unless I can see some data. But IMO, it may require going to a wet system. That or using a system like the e-Manage.

 

I might consider going with the wet system. That's a good idea.

 

What would be included in the kit? Etc?
Thanks.

 

Below is the BOM

 

I'm also planning on making the e-Manage available with a PnP harness and pre-programmed.

 

Definatly go with the wet kit. You will be able to adjust fuel and n2o by a simple little pill. I never had any problems running 100 shot but then again I never really used it. I normally ran 75 most of the time.

 

Please let me know when you have this availible, I am eager to get my hands on it.