Well if you do order it directly through Comptech is gonna be tough to have them honor a warranty from you if it shows that you bought a HBP.

Yeah i guess they still have to prove you didn't use it as a paper weight. Either way just order it through a retailer and have them ship it discreetly like they did with me.

I mean like I “inquired” about them doing.

 

If you buy it, you will try it

 

If i did do the HBP, would a mix of 100 octane unleaded added to our 91 bringing it to 93-94 on a REGULAR basis be helpful, Scalbert - Chap

 

Hey Chap, did you do the HBP immediately or after the SC install ? Just wondering what the butt dyno says

 

I don't think Chap has his S/C yet.

And I really don't think it would be economical to mix 100 octane with the 91 octane to raise your overall octane rating. 100 octane gets pricey. Based on rough, quick calculations, you'd need a 30%/70% mix of 100/91 octane to achieve 93 octane.

 

It wouldn't hurt but may not be nessesary. The only way to know for sure is to try it.

 

Steve,

Would the addition of the E-Mange to California HBP users be able to counteract the potential problems caused by 91 octane?

 

If there were knock you could pull some timing with the E-manage.

 

Although wouldn't the ECU pull enough timing anyways? Or would the ECU pull timing even more radical than necessary?

 

Everything else is sitting here except that one tiny component. The S/C kit.

And the HBP is gonna be put on from the start.

But Glenn i was talking with Jorge (SCTL-SS) and he ran the base pulley on his S/C TLS for quite a few months. He then eventually went with the HBP and he said he felt more of a difference in going from the Base Pulley to the HBP then from going N/A to FI.

Might be a bit exaggerated but I’m sure the added boost can be felt.

 

The ECU will normally over compensate pulling even more timing.

 

Who's running the HBP in CA? I have it sitting on the shelf because of the 91 octane concerns. I'd really like to know if it's working out.

I got the same story from CT on the HBP and warranty question. I bought it through VR though. The dealer would not touch it even though they did the SC install.

 

Wow, that would be awesome !! As usual, i'm always looking for more power but want to be sure on this. I've already had the SC for over a year so the warranty won't be a huge issue. I'm mainly concerned about the HBP with 91 octane. That's why i'm trying to find a regular supply of 100 octane and i'll spend the $$ to run at 93-94 everyday.

Hope you get the SC up and running soon !

 

Or you can move out of Cali, and telacommute.

 

Question on the blowers.....How much boost, what kind of times you get out of them and how much?

 

~ 4 psi with the stock pulley


automatic runs high 13's, 6mt should run ~ mid 13's w/ decent traction (which is a problem on street tires)

blower runs from ~ $3K used to ~ $4K new plus install.



do a search on comptech supercharger, s/c, blower etc.

 

That's going to get expensive @ $4.50-$5.00/ gal.

 

Try $6 per gallon.

 

The guys at Velocity Resources say that they put the HBP on a TLS and got 13.6 out of it...

 

The HBP Velocity Resources used was not the Comptech one. The pulley VR used increased boost to the 8-9lbs range and in Florida they have 93+ octane unlike in Cali.

 

Nope, the HBP (3.275ALT) from VR is the Comptech unit and was tested at the track resulting in a 13.6 run. They later installed the Payne max unit (3.6ALT) on SCTL-SS's car but it hasn't been track tested. However, it will soon be tested once the intercooler goes on it.

 

I was referring to SCTL-SS's car. I thought he had been to the track with his pulley based upon "13.68 @ 102.56" under his Username?

I guess the 13.6 came from the Comptech unit then. Although 13.6 is pretty fast for only 102 MPH. DR's or slicks?

Allmotor's N/A run on slicks was a 13.5 @ 102.

 

Very encouraging

 

Why not buy the e-Manage? Or would retarding the timing cost a lot of power? I'd love to put on the HBP but I'm hesitant to be married to $6/gal. 13.6 is so tempting!

 

Yeah that was using the CT HBP.

 

TypeS1976 (Eric) and myself both found detonation around the 5.5RPM range, but we disconnected the IMRC and not experienced any knock since.. I know you got octane issues out there, but you can atleast try,,

 

Smitty,

What octane gas were you using when you had this?

 

It's $6 per gallon on the 5 you need to mix with 12 gallons of 91. I figured the average to be $3.30 per. It's expensive, but i think it's worth it to get the boost

 

Smitty, at what octane do you think detonation would not be a problem ? 93-94 ??

What's the downside to disconnecting the IMRC on the SCd car ??

 

I ran a 13.67 at 102.72 with 19 inch wheels and a sub box in the back. That was with the HBP.

 

93 octane, but this was only during cooler weather. It was also only on 6MT cars as far as we could tell.

Unpulgging the IMRC makes no overall big change in power. It is a little higher in some regions and a little lower in opthers. But overall the plots look nearly the same and peak power it essentially the same.

One other benefit of disconnecting the IMRC is the power delivery is smoother. You don't get a lull and then increase in the 4k range

 

What exactly is the IMRC? Excuse my ignorance.

Would unplugging the IMRC cause your gas mileage to take a big hit. Wouldn't this have the effect of adding boost always, even from idle to the lower RPMs when only partial throttle is applied?

 

The IMRC actuator is the motor behind the upper manifold which open the butterfly valve in the two manifold. When greater than ambient presure is in the manifold the benefits of the dual stage manifold are eliminated.

No, it would not affect normal mileage. It may slightly affect WOT mileage but that would probably not be measureabe.

Remember, the butterfly valve is set to open at 3800 RPM. Below that it is closed along with being closed all of the time with it disconnected. So normal driving sees no difference. What has been found is that the boost increases some just after the VTEC change over with it unplugged. This will increase fuel pressure some which is probably why the pinging was eliminated. It is also how there could be a slight decrease in fuel economy.

However, that is only at WOT above 5k revs and would only amount to a small differnce in fuel usage. Considering most are WOT above 5k revs less than 1% of the time, say 0.1% (1 second per 1000 seconds) and using maybe 5% more fuel your fuel economy would change 0.005%.

 

thanks Steve... my fingers hurt today.

 

Thanks... The IMRC then is equivalent to the secondary butterfly in a carburetor that opens when the manifold pressure drops.

 

The butterfly opens when the pressure increases... With it disconnected it is CLOSED all the time. the forced induction from the supercharger is ramming the air right into the runners instead of the air bouncing around in the intake manifold then going into the runners.


Glen I have been running 93 (a few times on long road trips in cooler weather) and mostly 94 octance since the day I installed my S/C'er but after i disconnected the IMRC I have not had any detonation at the higher RPM range... it was very slight.. you really had to listen for it at the time.

 

?

 

So, removing the plates, that the imrc control would increase midrange response? Thought I read abut all this before somewhere .

How is the IC Kit coming along Scalbert ?

 

No need to remove the plates as it would not make a difference when under boost.

The IC is being welded up now. I'll PM you with more details tomorrow.

 

Yay!!!