Here's another oldie but good tech read:

Comptech Supercharged V6

Mr. Hyde comes alive in the Accord
By Keith Buglewicz

Honda's reputation worldwide has been built on the valve covers of its marvelous four-cylinder engines. From the earliest motorcycle engines
(which were actually fewer than four cylinders),to its high-potency racing bike engines, to the hyper-efficient CVCC Civic engines of the '70s,
Honda's reputation was sealed. Today, of course, Honda owners think "B" when they think performance, yet another excellent four-cylinder design.



It wasn't until 1996 that Honda inserted a V6 into its Accord. Reliance on four cylinders simply wasn't cutting it in the age of V6 Toyota and Nissan competition. By the 1998 Accord, the V6 was more firmly established, and the new enginethat appeared in that car, the J30A1, was a single-cam VTEC gem.

Up until recently, Honda V6 performance was limited to custom nitrous oxide systems or, for the less radical, cat-back systems and the odd header or two. It's unfortunate, because the Accord Coupe and its Acura siblings, the J32A1-powered CL and TL and the J32A2-powered Type-S models of those cars are all excellent right from the factory. But if you were looking for more radical power increases, you were largely out of luck. Today, the game has changed. After a year of prototyping, testing, tuning and evaluation, Comptech has introduced its supercharger kit for the J series V6 engines.

Comptech is no stranger to supercharging. The company established its record with the Whipplesupercharged NSX, adding more than 100 hp to Acura's supercar. It's not cheap, but neither is the hardware in the kit. And after exhaustive testing and refining, it's literally a bolt-on kit that can be done without any fabrication or custom work whatsoever. Fast forward to 2001 and we see the S2000 augmented by another Comptech supercharger kit. This time the blower is a centrifugal unit from Paxton, and it again adds a
full 100 horses to the S2000's already generous power curve. We've driven both of these cars and can say unequivocally that they kick serious ass.

The same can be said for the new supercharged V6 Accord coupe we drove. The understated deep purple coupe looks not unlike many other lightly modified Accords. It's already a sleek shape, enhanced with the help of a Honda factory body kit. The suspension is lowered via Comptech's own springs, hunkering the body down over its 18-inch O.Z. Superleggeria wheels
and 225/40ZR-18 BF Goodrich KDW tires.





Start the car and you'll hear the light burble of the exhaust amplified slightly from the Comptech stainless-steel axle-back system. Slip the transmission into drive, gently motor away, and nothing seems out of the ordinary. The unmodified interior reveals nothing about what's about to happen.

Standing on the gas, the Accord erupts to life. The torque converter is a little soft in the Accord, which, in this case, is a good thing. The car hooks up, rocketing away as the whine of the supercharger grows. This is one fast coupe. Shifts come fast, and the supercharger loves it, maintaining boost as the car hurtles forward. But when it comes time to slow things and finally pull into the parking lot for the damn groceries, Dr. Jekyll returns, sober as a judge as you putter past the shopping carts and park.

The supercharger kit for the V6 cars is a true case of the squeaky wheel getting the grease. "We have been building the header for a while," says Shad Hundley, one of the chief engineers for the project. "It makes great power, and it sells great." But when Comptech began getting about 30 requests per week for a supercharger, the company's direction was clear.

At the heart of the commotion is an Eaton Rootstype supercharger (number MP62 for those keeping track). Supplied by Manguson, the blower includes an internal bypass for part throttle conditions, effectively shutting off most of the supercharger's boost for cruising and improving fuel economy off boost. The supercharger is an off-the-shelf unit, which attaches to a Comptech designed and manufactured two-piece intake manifold. However, customers won't have to worry about a lot of preassembly; Comptech takes care of that at the factory. And blown gaskets aren't a concern either, as the pieces are all machined and Oringed for extra durability.



Of course, there's more to installing the kit than just removing the stock manifold, popping on the supercharger and hitting the streets. But surprisingly, not much more. A new, smaller battery tray is included with the kit, and that brings up the one component that the customer must source separately: A new, smaller battery. However, Comptech supplies a list of batteries that will work (e.g., an Interstate MP51) and says pretty much any battery that fits in the new RSX will fit in the new battery tray.

With an extra 5 psi of air being forced into the engine, more fuel is needed as well. The stock injectors are up to the task, so they remain. However, Comptech supplies its own preadjusted fuel pressure regulator. A Walboro 255 gph gas-tank mounted pump is also supplied.This particular pump is designed not to just throw more gas at the engine, but to do it at a higher pressure as well.

Since stock Accords were never designed to run pressurized, a little bit of computer trickery is employed. The stock MAP sensor is capable of reading the extra boost, but according to Comptech, the voltage on the signal it sends to the ECU is too high so a signal modifier is usedHuntley refers to the electronic signal modifier as a "voltage clamp," which is a pretty accurate way of putting it. It tricks the ECU into metering the proper amount of fuel under boost. It's a much better system than the maze of vacuum controlled check valves that used to be employed, and Comptech is quick to point out the modifier is available for any application for $149.

The supercharger sucks air through Comptech's cold-air induction system, the Icebox. The inlet for the intake is situated low, behind the headlight, for drawing cold air. The filter element itself is high up in the engine compartment. With the filter so high up, sucking water through the intake system and hydrolocking the engine is next to impossible. If you were to submerge the front of the car deep enough in water to lock the engine, you probably have much bigger problems anyhow. Such as, attempting to get out of a car that has water up to the doors.



Amazingly, that's about it for the standard kit. There are no internal changes to the engine since the supercharger runs at fairly low boost levels. There are differences between the parts for the standard and Type-S TL and CL, mostly in the way the manifold is constructed. Currently, Comptech has three different kits planned, one for the Accord's V6, another for the standard CL and TL, and a third for the Type-S models. In fact, supercharging the 3.5-liter J engines in the Acura MDX, Honda Odyssey and the new Honda Pilot SUV isn't totally out of the question, although prototypes have not yet been constructed. The practical applications of a supercharged SUV or minivan include extra cargo and towing capacity. The less practical include smoking everyone else on your way to drop off the kids at soccer practice.

Perhaps the best part of the whole kit is whatever form it takes, all this fun will be street legal. Comptech is currently in the middle of the lengthy CARB-certification procedure. Certification will be performed on the CL/TL kit since this car has the lowest emissions from the factory (ULEV). Once it's certified, the EO number will apply to all of the kits. Although the kit has not been test-fitted on the new CL with a six-speed tranny, Comptech doesn't anticipate fitment problems with this configuration.

While the supercharger can be installed as a stand-alone kit, Comptech recommends opening up the exhaust system as well. The Accord and other J-powered cars are equipped with a fairly restrictive exhaust system. Comptech offers stainless-steel headers and downpipe, as well as a stainless axle-back muffler system. At the Honda Tuning tech center, we measured 230 hp at 6630 rpm, and peak torque was at 193 lb-ft at 5970 rpm. On the track, the Accord posted a two-way average quarter mile of 14.7 seconds at 97.38 mph, with a best run of 14.44 seconds at 97.82. The 0-60 average was 6.59 seconds, with a best of 6.19 seconds. That's CL Type-S performance from the 3.0-liter V6.

How much, you ask? Good question. Prices haven't been set at press time, but Comptech is targeting the $4,500 range for the supercharger itself, but will keep the price under $5,000 regardless. The header and exhaust system will add another $1,915 to the system. So for about $6,415, you can build your Accord into one of the quickest sedans or coupes in its class, easily out-muscling almost anything that might come your way. And it won't take much time for smaller pulleys for the supercharger to become available for more boost. We've always liked the J series V6s. Now, we like them that much more.

COMPTECH SUPERCHARGED ACCORD
Chassis Engine Code: J30A1
Type: V6, aluminum block and heads
Internal Mods: None
External Mods: Comptech supercharger kit (Eaton supercharger, custom
manifold, Icebox intake system, fuel pressure regulator,
high-capacity fuel pump),
Horsepower: 230 @ 6630 rpm
Torque: 193 lb-ft @ 5970 rpm
Drivetrain Layout: Front engine, front-wheel drive
Drivetrain Mods:None

Suspension
Front: Comptech sport springs,
Comptech anti-roll bars
Rear: Comptech lowering springs,
Comptech anti-roll bars

Brakes
Front: Comptech cross-drilled rotors, Metal Master brake pads
Rear: Comptech cross-drilled rotors, Metal Master brake pads
External Wheels: Front/rear: 18 x 7.5 O.Z. Superleggeria
Tires: ront/rear: 225/45ZR17
BF Goodrich g-Force KD
Performance
Acceleration (0-60): 6.59 seconds
Quarter Mile: 14.7 sec. @ 97.38 mph

LINK

 

This article was a good read when it was published. However, I'd be fairly ticked off if I'd invested this much in an 02 AV6 coupe when soon after the then-new 03 AV6 6MT debuted faster out the box and in basic stock trim.

 

Very good article especially for enthusiast like me

 

These cars (Accord and TLS) are surprisingly slow with blowers.

 

^^ That's what I was thinking too. But when you have a power-sapping auto, it surely doesn't help. I would still expect more though, although the 4AT in this Accord was really terrible.

 

It actually did better than I expected. These cars had a slushbox, 200 bhp (under the old rating), and weighed ~3250. I bet this car made no more than 160 whp, stock. Stock numbers were ~16 flat @ 87-88 mph, so the numbers it posted with a tepid 5 psi and minor bolt ons isn't all that bad.

 

That's a good point. I kind of forgot the V6 coupe of that gen wasn't very quick.

 

Yeah, but I remember when it came out, thinking "Wow, the Accord has 200 hp now!?!"

 

I do recall someone with a stock 98/99 Accord V6 coupe running a 15.7 sec @ 90mph at Etown years ago. But ,they generally weren't too quick nor fast.

 

So, I'll post this within this thread discussion as it's an interesting counterpoint to Comptech's offering.


It's got all the raunchy goodness of a one-night stand, with the innocent appeal of a girl next door-alright, a bloody cool chick next door; a little Sabrina the Teenage Witch on the outside and a whole lotta Shirley Manson (Mmm! Shirley Manson!-MP) inside. Sound tempting enough for a test drive? Of course, we're talking about a car.

Even at a tame max boost of 8 psi, the HKS Accord has got game. With a staunch jam on the gas, the turbocharged V-6 satisfies the most demanding urges of masculinity (And even the more demanding urges of femininty. Ahem.-BM) with a brash moment of reckless wheel spin. Passing other cars and foot traffic, the car catches attention, not because of the HKS Power banner plastered down both side panels, but from the company's Super Sequential blow-off valve. What sounds like a sudden rush of flood water not only raises but tugs the hair of all creatures it passes.

On surface streets, pedestrians turn quickly to the purple car and gawk. On the freeway, reactions are less definitive. I innocently pull up to a lane neighbor, rev, and drop the rpms-whoosh. The sound is enveloping and nebulous, like an ethereal fog. Did I imagine it? my neighbor thinks. He looks around: up, down, behind, below. By the time he turns to me, I'm gone.

HKS reports max power and torque outputs at 277 hp and 250 lb-ft. Stock figures hover at the bicentennial mark. Credit the 80 hp jump to the company's GT2510 ball bearing turbo, just one of the impressive brainchildren of the blessed union between HKS and Garrett Turbochargers. Offered exclusively through HKS, the GT ball bearing turbos are engineered with a full ball bearing cartridge system. This means less weight and friction than standard turbos, which translates into quicker spool-up times and faster response. That means slim turbo lag, and that's all that matters to us.

Even with the four-speed automatic transmission, useful boost arrived in a timely fashion. Highway passing (which happens often in this car) was as easy as choosing a passing line, jumping on the gas, and holding on tight. Smiling is optional but unavoidable. Indeed, cruising has never been so enjoyable. Trust us (the entire staff got their rocks off driving this car for a week) when we say this car is fun.

However, if you look down the long line of cars that HKS has directly associated itself with, you'll understand our initial confusion (followed by high- expectations followed by elation followed by-well, you get the point) when we first heard the company was waving its magic wand on something less brutally savage than a Skyline, Supra, or Celica. Why not a Prelude? But look closer, and you'll spot the thread weaving through the Accord and those other longer-legged supermodels: They were all built to perform with the original characteristics of the car intact.

Although the stock Accord V-6 coupe possesses sportier lines than its sedan siblings, it is still a few steps off the pace of a Prelude. Purposely, HKS didn't do much to raise it to that next tier. Instead, the company chose to emphasize those lines more than alter them. So the Accord gets only minor body treatment with the addition of Honda's own ground effects and rear spoiler.

Handling has been improved accordingly with HKS Super Sport springs, 18x7.5 Rays Engineering Versus Turismo wheels, and Z-rated Toyo Proxes T1 Plus tires. Even under spirited highway and city driving, the car stuck like glue, though results weren't as impressive through sharp canyon curves: I had my (admittedly clumsy) hands full with the large-diameter steering wheel. But Honda didn't build this car for Pikes Peak, and HKS honors that design philosophy. The company will most likely let its upcoming Suburu Impreza 2.5RS turbo project car satisfy those fantasies.

Inside the cabin, HKS supports the standard leather interior with state- of-the-art gadgetry. The factory stereo/CD player remains, but below that sits nothing you'll find in most sport coupes: two gauges (boost and EGT), an HKS turbo timer, and an HKS EVC IV boost controller. The turbo timer has 15 preset times, but one of its most exceptional functions is a resetable hour display, which maintains a continuous total of engine running time in hours. The EVC IV features the same level of ingenuity in a more dynamic device. Aided by fuzzy logic, it possesses the ability to learn the vehicle's boost pressure curve. HKS claims that this learning feature allows a maximum reduction in turbo lag without overboosting. Our staff had a hands-off approach to the electronics (mushroom cloud explosions ever-present in our heads) and left both at the levels pre-programmed in by the HKS engineers. And that worked for us.

Maybe it's the sudden realization that my age will never catch up to me. Maybe it's the tempting thought of scaring the hell out of everyone on, near, or beside the road with an Accord. Or maybe it's that the HKS Accord provides all that under the guise of an adult's car. Yes, that's probably it-the primary reason why the HKS Accord is a car I can live with and never be bored.








LINK

 

So, does anyone know if superchargers are available for her? I know I can always go turbo but I don't know why turbo in an SUV don't match...but supercharger? <3

 

^a turbo is bettttttttter.

 

being an SUV that heavy don't know if turbo woul be a good power option or just a waste of gas.

 

turbo technology has come a long way since the old days.
a properly set up turbo will yield better results than a supercharger