TTS Race Supercharger kit build thread. Rotrex C38-92.
06-05-2014, 07:08 AM
#1
Thread Starter
TTS Race Supercharger kit build thread. Rotrex C38-92. 551WHP E85!
Here are some very preliminary results...The car HAS NOT been optimally tuned yet as I am still on the OEM fuel system other than Injector Dynamics ID1000 injectors.
The Dyno used is a Dynojet 224xlc chassis dyno
Current car specs and setup:
TTS Race S/C kit (with some custom piping mods)
Rotrex C38-92 blower with a 95mm drive pulley (in this setup max revs will be at about 8500 engine rpm)
Completely Stock 2006 2.2L Motor (completely OEM fuel system with ID1000 injectors)
Hytech 4-2-1 S/C long tube header (2010 version) (with 60mm test pipe)
Fujitsubo Legalis R cat back exhaust (60mm to dual 50mm)
Competition Clutch Stage 2 clutch and pressure plate
AP1 OEM 14lb flywheel
NGK BKR8EIX plugs gapped at 0.026”
King Motorsports bored throttle body
Remaining specs in my signature (unrelated to the dyno)
The dyno currently reflects the best run of my old dyno with the original Kraftwerks (Rotrex C30-94) S/C kit and two runs with the TTS Race kit. One of the TTS runs is with an intake restrictor (45mm ID) that fits inside of the blowers intake mouth and decreases the diameter of the opening thus limiting the overall boost level (just another way of limiting boost instead of changing pulley sizes). The higher run is without any restrictor at all. This run reflects what the possibilities of this system could be (but I did not have enough fuel to supply to the system due to car still having the OEM fuel system). I chose to see just where the OEM fuel system runs out of fuel. The claim of around 400whp seems to be accurate. Again, I plan to change this in the near future. This run is very lean near the top and the timing has been pulled back to be as safe as we could to see just what the boost curve looked like unrestricted.
In the dyno chart you will see two boost logs (and for reference I do not have a boost gauge). The higher number is from the dyno equipment and the lower is from the Flashpro MAP reading. The one at 14.85psi reads 13.7psi on the MAP sensor and peaks at around 7700rpm. Again, we chose not to push it any further as it was getting lean so we pulled a bunch of timing too. In this run it started to go lean at 6800rpm.
The boost log that reads 11.08psi reads 9.8psi on the MAP sensor. This run has the 45mm restrictor installed in the intake. I don’t have any logs from my old KW kit, but I do remember it reading consistently on this dyno equipment at 9.8-10.1psi. We also chose to pull some timing at the last 500 rpm so that it doesn’t “slam” into the revlimiter. I’ve heard that C38-91’s and 92’s don’t take this very well over time so we chose to help it a bit by pulling timing at the top. This is the explanation as to why the curve looks this way near the top (We chose to start safe, but I may choose to change this later). So this kit at 10 (ish) psi makes a bit more than my old KW kit did on this car.
I plan to upgrade to an E85 capable return style fuel system soon and get retuned, but not sure when at this time. I plan to try for a minimum of 15 psi on 93 octane and quite possibly full boost on E85…or maybe full boost on 93 too…who knows!
I have not picked up the car yet nor have I driven it. I will be picking it up this weekend and then I will need some time behind the wheel in order to give any driving impressions. I’m sure that I forgot some details and I will be sure to add them as I remember or as I’m reminded. I will be sure to update this as my time with this kit goes on.
…and as usual…more to come…
Brian
Special thanks for all installation assistance, custom fitting fabrication and modification ideas to:
RainH8R (Dustin)
513835 (Joe)
Tim Martin (Tuner/Fabricator from King Motorsports)
TTS comparo
Under hood
Rotrex C38-92 intake mouth dia. 3.5" (89mm) (70mm impeller)
Rotrex C38-92 inlet taper (straight on C38-91)
45mm ID blower intake restrictor (front)
45mm ID blower intake restrictor (back)
45mm blower intake restrictor (side)
Blower drive pulley 95mm (3.75")
Rotrex C38-92 output dia. 2.5"
Blower plate and drive (front)
Blower plate and drive (back)
TTS blower drive tension adjustment
TTS system drive belt
Forge Motorsports BOV
Forge Motorsports BOV 1.5" dia.
Blower output piping to I/C 2.5"
I/C output piping to TB 3" dia.
Blower intake tube 3.5"
Intercooler thickness 4.25"
Horn re-location
Passenger side I/C piping and silicone pipe wrap by frame rail for rubbing protection / horn relocation
I/C output routing behind I/C and back toward passenger side
A/C evap can re-location
A/C evap can re-location 2
A/C evap can re-location 3
The Dyno used is a Dynojet 224xlc chassis dyno
Current car specs and setup:
TTS Race S/C kit (with some custom piping mods)
Rotrex C38-92 blower with a 95mm drive pulley (in this setup max revs will be at about 8500 engine rpm)
Completely Stock 2006 2.2L Motor (completely OEM fuel system with ID1000 injectors)
Hytech 4-2-1 S/C long tube header (2010 version) (with 60mm test pipe)
Fujitsubo Legalis R cat back exhaust (60mm to dual 50mm)
Competition Clutch Stage 2 clutch and pressure plate
AP1 OEM 14lb flywheel
NGK BKR8EIX plugs gapped at 0.026”
King Motorsports bored throttle body
Remaining specs in my signature (unrelated to the dyno)
The dyno currently reflects the best run of my old dyno with the original Kraftwerks (Rotrex C30-94) S/C kit and two runs with the TTS Race kit. One of the TTS runs is with an intake restrictor (45mm ID) that fits inside of the blowers intake mouth and decreases the diameter of the opening thus limiting the overall boost level (just another way of limiting boost instead of changing pulley sizes). The higher run is without any restrictor at all. This run reflects what the possibilities of this system could be (but I did not have enough fuel to supply to the system due to car still having the OEM fuel system). I chose to see just where the OEM fuel system runs out of fuel. The claim of around 400whp seems to be accurate. Again, I plan to change this in the near future. This run is very lean near the top and the timing has been pulled back to be as safe as we could to see just what the boost curve looked like unrestricted.
In the dyno chart you will see two boost logs (and for reference I do not have a boost gauge). The higher number is from the dyno equipment and the lower is from the Flashpro MAP reading. The one at 14.85psi reads 13.7psi on the MAP sensor and peaks at around 7700rpm. Again, we chose not to push it any further as it was getting lean so we pulled a bunch of timing too. In this run it started to go lean at 6800rpm.
The boost log that reads 11.08psi reads 9.8psi on the MAP sensor. This run has the 45mm restrictor installed in the intake. I don’t have any logs from my old KW kit, but I do remember it reading consistently on this dyno equipment at 9.8-10.1psi. We also chose to pull some timing at the last 500 rpm so that it doesn’t “slam” into the revlimiter. I’ve heard that C38-91’s and 92’s don’t take this very well over time so we chose to help it a bit by pulling timing at the top. This is the explanation as to why the curve looks this way near the top (We chose to start safe, but I may choose to change this later). So this kit at 10 (ish) psi makes a bit more than my old KW kit did on this car.
I plan to upgrade to an E85 capable return style fuel system soon and get retuned, but not sure when at this time. I plan to try for a minimum of 15 psi on 93 octane and quite possibly full boost on E85…or maybe full boost on 93 too…who knows!
I have not picked up the car yet nor have I driven it. I will be picking it up this weekend and then I will need some time behind the wheel in order to give any driving impressions. I’m sure that I forgot some details and I will be sure to add them as I remember or as I’m reminded. I will be sure to update this as my time with this kit goes on.
…and as usual…more to come…
Brian
Special thanks for all installation assistance, custom fitting fabrication and modification ideas to:
RainH8R (Dustin)
513835 (Joe)
Tim Martin (Tuner/Fabricator from King Motorsports)
TTS comparo
Under hood
Rotrex C38-92 intake mouth dia. 3.5" (89mm) (70mm impeller)
Rotrex C38-92 inlet taper (straight on C38-91)
45mm ID blower intake restrictor (front)
45mm ID blower intake restrictor (back)
45mm blower intake restrictor (side)
Blower drive pulley 95mm (3.75")
Rotrex C38-92 output dia. 2.5"
Blower plate and drive (front)
Blower plate and drive (back)
TTS blower drive tension adjustment
TTS system drive belt
Forge Motorsports BOV
Forge Motorsports BOV 1.5" dia.
Blower output piping to I/C 2.5"
I/C output piping to TB 3" dia.
Blower intake tube 3.5"
Intercooler thickness 4.25"
Horn re-location
Passenger side I/C piping and silicone pipe wrap by frame rail for rubbing protection / horn relocation
I/C output routing behind I/C and back toward passenger side
A/C evap can re-location
A/C evap can re-location 2
A/C evap can re-location 3
Last edited by 06S2k07Si; 08-16-2019 at 03:24 PM. Reason: Latest updates
06-05-2014, 07:27 AM
#2
Thread Starter
Rotrex oil cooler (Mocal)
Rotrex oil cooler location / re-routing of horn wiring / AC lines re-locating
Passenger side I/C mounting bar end
Drivers side I/C mounting bar end
OEM crank pulley machining to accept new supercharger drive pulley
OEM crank pulley machining to accept new supercharger drive pulley 2
TTS blower drive crank pulley 135mm (2.2L)
TTS supercharger crank pulley tool
OEM crank pulley mated to supercharger drive pulley
Supercharger drive pulley and steering rack mounting ear clearancing
Supercharger drive pulley and steering rack mounting ear clearancing 2
Coolant line that needs additional bending for bracket clearance
Relocation of BOV to lower piping for more clearance
Rework of blower output piping to clear large A/C lines
Addition of bungs to intake for PCV and BOV recirc
Routing of hoses to intake from BOV and PCV
Ready for the dyno
Rotrex oil cooler location / re-routing of horn wiring / AC lines re-locating
Passenger side I/C mounting bar end
Drivers side I/C mounting bar end
OEM crank pulley machining to accept new supercharger drive pulley
OEM crank pulley machining to accept new supercharger drive pulley 2
TTS blower drive crank pulley 135mm (2.2L)
TTS supercharger crank pulley tool
OEM crank pulley mated to supercharger drive pulley
Supercharger drive pulley and steering rack mounting ear clearancing
Supercharger drive pulley and steering rack mounting ear clearancing 2
Coolant line that needs additional bending for bracket clearance
Relocation of BOV to lower piping for more clearance
Rework of blower output piping to clear large A/C lines
Addition of bungs to intake for PCV and BOV recirc
Routing of hoses to intake from BOV and PCV
Ready for the dyno
06-05-2014, 10:10 AM
#4
Thread Starter
Originally Posted by RAIN H8R
Come on Brian you can do a better build thread than this. Not even any specs listed.... Sent from my SCH-R970 using Tapatalk
Trending Topics
06-26-2014, 01:34 PM
#10
Former Sponsor
Join Date: Feb 2008
Location: SILVERSTONE
Posts: 547
Likes: 0
Received 0 Likes
on
0 Posts
Setting up a C38-81 race kit at TTS today. even this 81 pulled 18psi at 9100rpm pulled 500whp on 93oct. but would make a lot more with race gas.
Check out https://www.facebook.com/TTSPerformanceTuning I will post the final power figures and video tomorrow.
Check out https://www.facebook.com/TTSPerformanceTuning I will post the final power figures and video tomorrow.
