immajackuup

bump

blazzer

hoping for an update bump

wantboost

iTrader: (2)

If you want an update call the company. It's pretty obvious this thread is going nowhere and the kit didn't deliver as anticipated.

0MOTORVATIONS

iTrader: (1)

Delays in completing customer cars and the Holidays have pushed my time-line back further than I had anticipated. Unfortunately, I cannot put my own projects in front of paying customer ones, so I... like so many of you, have to be patient. All major components for my build are in my possession for assembly at this time... all I need is some spare time to do the work.

Unlike wantboost, I do not feel that this system has failed to deliver as advertised. In addition, I can't imagine any Manufacturer would tell a consumer that their own product is a failure, so it is up to the free market to provide unbiased opinions and hard data for people to make decisions about what products meet their needs.

Everyone here knows wantboost is deeply rooted in the TURBO camp, so I am not surprised that he has taken a jab here... although I am inspired that even though he stated that this thread is dead, he is intrigued enough to look at the thread and respond as opposed to ignoring it.

Bottom line: This year will see a dramatic change in the "B" series supercharger market. People will be impressed. Kits will be available and results will be easily duplicated. Hard core Turbo charger lovers will probably not be swayed, but those with an open mind will certainly have another option to consider when choosing their path of creating HP.

wunfstgsr

I agree with the dramatic change in the "B" series Supercharger market! even though I'm still rooted with my Pro Charger SC i think the Kraftswerks kit is still a good super charger for the B series.

Im even more interested in what this supercharger will make on B series now that they just released there Skunk2 Alpha V2 header designed to work with the Kraftswerk SC kit.

https://www.facebook.com/Skunk2Racing


412-05-1902 - Alpha Series Headers - Headers - Exhaust - Skunk2 Store

Marvin1985

iTrader: (5)

skimmed through the comments.

I have a B race kit and a go-autoworks pipe kit for the Sc. its going on a 99 civic hatch with a 99 jdm B18c R motor. stock block. I'll post more of my setup and dyno towards mid april when I get tuned at IMW in Charsile, PA. The car is used in AutoX and light drag. If anyone wants to see more on my IG I have pics. ITR_EJ6 is my instagram.

D-Rob

Hi!

Thanks for choosing us for your tuning needs. I actually had a KW-supercharged B18 in yesterday that had a few restrictions in the setup, but the kits are very well designed.

If you're in need of anything regarding the project, shoot me an email, drobimw@gmail.com .

Thanks!

ls joker

would you mind posting the restrictions. i believe we hit a restriction on are setup aswell. instead of the 76mm skunk2 rr exhaust setup, we had the 70mm skunk2 r setup.

D-Rob

Sure;

The particular car through on Saturday had a small 2.25" APEXi World Sport catback exhaust, which was the biggest hindrance. The intercooler was a bit on the small side, and the second-largest problem was the compression of the engine with the fuel quality used.

The engine was in the 12:1 compression range on 92-93 octane gasoline, which would not let us advance ignition timing without large amounts of audible detonation.

ls joker

sounds similar to are experience. it was 92° in the dyno room, on a low reading mustang dyno. but i do believe we wouldve hit kraftwerks posted number if we had the 76 rr exhaust.



we were pose to put some blueprint stage twos in the winter but he wanted another season

Marvin1985

iTrader: (5)

Just checked on here and noticed you posted Derek. Yeah we're emailing back and forth atm. I'm sure to keep you updated. Weather is finally starting to break for the better.

0MOTORVATIONS

iTrader: (1)

This week, I had the pleasure of tuning another Kraftwerks "B" series supercharger equipped EG Civic. The results were impressive. The vehicle has a stock JDM ITR engine swap, a Skunk2 Alpha header and matching 3" cat-back exhaust, Deatschwerks 750cc injectors and of course, the C30-94 Rotrex supercharger and customer built intercooler and charge piping.

The car was tuned fully with the supercharger kit in place, then the belt was removed and the charge pipe was disconnected from the T/B inlet, and an all motor baseline was taken to illustrate the gains from the supercharger kit - on the same day under the same conditions. Tuning was performed on a DynoJet 224 2WD dyno.

Boost reached 13.3psi at 8000 rpm.

The Kraftwerks "B" series race kit provided 160 wheel HP and 100 lb/ft Torque over the stock ITR N/A output.

JDM ITR N/A: 191 HP / 131 Torque
JDM ITR with Kraftwerks "B" series kit: 351 HP / 231 Torque

I have another client with a wicked N/A 1.9L "B" series engine with high compression pistons and Skunk2 Pro series camshafts preparing to install a Kraftwerks race kit in the next few weeks. I will update this thread shortly after. I expect even more power than we made with the ITR engine.

Stay tuned.

D-Rob

I would love to know where you're finding all this boost pressure; every single KW car to come here never makes over 7-8psi, and never cracks 300whp, which is discouraging.

Maybe I've just had the pleasure of getting cars with big boost leaks?

0MOTORVATIONS

iTrader: (1)

D-Rob, the likely culprit to what you have experienced likely can be traced to kits purchased online and not from a qualified dealer. The initial kit calculations from KW were VERY conservative, and thus, didn't spin the superchargers anywhere near their redline. Re-calculating the drive ratio and factoring in the engine's redline allow the dealer/tuner the ability to specify the appropriate pulley and get every bit of what the blower is capable of delivering.

If you need help with the calculations to better serve your customers using the KW kits, feel free to give me a call.

More to come... stay tuned... and stay excited.

boosted94gsr

That's impressive. I wanna see the dyno graph layover of both runs.

Marvin1985

iTrader: (5)

Drob tuned my car and I only saw 7.5 psi from my C30-94. My kit was purchased through humble performance and directly shipped from Kraftwerks. I have the B race BLACK KIT. Even the got the black upgrade. Kit came with a 120mm pulley and on my healthy JDM ITR only made 7.5 psi. We even went over the whole setup and made damn sure nothing leaked. My pipes and Intercooler came from Greg carter at go-autoworks. Not a damn cheap part.

PLEASE ENLIGHTEN US ON HOW YOU GOT ALL THAT PSI.

Marvin1985

iTrader: (5)

Marvin1985

iTrader: (5)

My guess is your over spinning the crap outta the charger

0MOTORVATIONS

iTrader: (1)

Marvin, AWESOME engine bay !!! Your total installation is very clean.

Are you using the ITR crank pulley ??? You also stated that you are using the 120mm supercharger pulley. The only crank pulley choice that gets the blower even remotely close to maximum speed would be the CRV crank pulley, and I am fairly confident that you don't have one of those on the engine since you are making less than 8psi of boost.

Now assuming that you did the correct thing and use a GSR crank pulley on your ITR engine, this would only yield 92,390 rpm with an engine redline of 8400. If you still have the ITR crank pulley on the engine, your maximum blower speed at 8400 RPM would only be about 83,700 rpm... a LONG way from 100,000.

We used a GSR crank pulley and a 105mm supercharger pulley on the car referenced above... revving the ITR engine to only 8000 rpm. This creates a maximum supercharger shaft speed of 100,518 rpm. Advertised redline of the C30-94 is 100,000 rpm from Rotrex... so if you call 518 rpm "over-spinning the crap out of it"... then I guess that is what we did.

I cannot speak for other shops, I can only speak for this one. The way that we approach meeting the customers needs is by asking questions: What powertrain, maximum engine RPM, intended use and reliability just to name a few. Armed with those answers, we can make a pulley combination recommendation that fits their needs. Then, the KW supercharger kit is custom ordered to meet those requirements.

I will get a dyno graph posted in the next day or two.

Again, if anyone has questions, feel free to IM or call. I am happy to help all who need it.

0MOTORVATIONS

iTrader: (1)

Here is the dyno graph that you guys wanted to see. Blue line is the KW supercharger pull and the red line is the stock ITR engine N/A.

Enjoy.

Andy8

Impressive results! I look forward to seeing the high comp dyno to see what cams and comp will do for the rotrex.

DA BOSS

iTrader: (1)

Nice work Jim! Baby J

KevinEF7

Nice graphs, but peak torque isnt until 7500?

ls joker

yep it seems they share characteristics like a turbo setup. and not like roots blower

JRCivic1

The Rotrex supercharger makes the engine function like a much larger displacement engine. Torque peak is higher... much like a high compression, big camshaft N/A engine. The advantage of the Rotrex over the Roots style blower is driveability. At moderate power levels, the torque of a JRSC is manageable. However, add a hundred HP and 80 ft/lbs of Torque at low rpm and controlling the wheelspin becomes a challenge. This means the JRSC wins on super sticky tires in a really tight, low speed auto-x event... but everywhere else in the real world... the Rotrex wins. Controllability at low rpm and lower speeds is manageable because of the lower yet linear delivery of torque. In addition, with no "Torque flash" in the mid-range like turbocharged vehicles have, the linear torque delivery of the Rotrex continues to promote and maintain traction.

The bottom line: The more power you have without traction issues, the faster the car will be.