It could be just my terminonolgy. Restricted rather than having a restrictor such as an orifice etc. I don't beleieve it includes anything other than a Blow-off valve. Will confirm later. Remember i'm new to this


EDIT: Having spoken to TTS today, an orifice type restriction before the aftercooler is one of the options available. Quite a neat solution as the pressure drop is relative to flow and so will limit unwanted peak boost well, giving the throttle less work to do, and providing better flow control.

 

A brief update....
True to their word the car was ready for collection from TTS on Saturday. Its a neat install and looks like this:



This the "restricted" C38-81 set up. Restricted in the sense that the piping and aftercooler are sized to produce a natural pressure drop. (2.5" pipe). Throttle position and blow of valve are set up as normal. Open Loop Vtec point is lowered to sub 3.5K RPM to smooth the power and improve low down gains. The C38-81 is capable of much more, just needs bigger pipes and a bigger aftercooler, I think Richard has a current customer who has asked for this, so could see some figures on this soon.

Those following the TTS threads will know that he uses a Dyna Pro, which does not use any correction factors to modify power measured at the wheels, thus a stock AP1 always measures 155-165 wheel horse power to begin with.

This is the Dyna Pro Graph



Peak Wheel horse power is double (100% increase), Peak torque up 74%. This from a shade over 10 psi at 9000 rpm.
*ignore the power dip betwen 2-3K, operator error, not WOT.

The dyna pro will also plot a "corrected" chart, emulating a Dynojet, and if you beleive that, this is the corrected dyno (showing a stock AP1 at 190 WHP).




The engine management is Hondata Flashpro - its a fantastic thing. It allows full datalogging. Using a few logs, have determined the following Boost pressures as measured by the MAP sensor across a range of different gears:

• 2000 rpm: 0.5 psi
• 3000 rpm: 1.4 psi
• 4000 rpm: 2.3 - 2.7 psi
• 5000 rpm: 3.8 - 4.4 psi
• 6000 rpm: 5.5 - 6.0 psi
• 7000 rpm: 7.4 - 8.1 psi
• 8000 rpm: 9.3 - 9.7 psi
• 8900 rpm: 10.0 - 10.2 psi

Car drives as smooth as egyptian cotton, and pulls fantastically, its everything I asked for Stock clutch is performing well.

 

Very nice!

 

If you only want 300whp, why wouldn't he use the C36 unit instead...it would be within it's efficiency range at those power levels and "restricted" output might be easier to achieve that way.

 

Main reasons I think:

The boost only becomes restricted as flow rates increase, so I have more pressure lower down the rev range than a C36 (whatever that is, you mean the C30 family?), more area under the torque curve total. TTS haven't tried a C36 to my knowledge but have proved the same on a C30, better overall power band.

Reason 2, nobody in the UK does a kit with the C36! I rely on the kit provider to design the kit correctly, i'm just the customer.

 

Excellent Gav, love it

Once you go F/I s2000 you wont/cant go back to N/A

Is it silly fast?

Mines running at 7PSI but has bolt on's, i got a genuine 110 BHP increase @ the wheels with my CTSC+AC, rotrex is better.

 

Sorry, you're right. I meant C30. The C30 would bolt up just like the C38...I am sure TTS would be indifferent to which snail you choose. If I had to guess, I think you'll make more low rpm torque with a properly sized C30 for your power desires and you wouldn't have to come up with a creative way to blow off or limit excess boost.

I know what you're saying but this isn't a centrifugal supercharger. You aren't going to gain power at low rpm by spinning the snail faster in an effort to make low end torque and blow off the rest of the boost at high rpm to reduce drivetrain/engine strain. It's been attempted before and it doesn't appear to work that way despite common logic.

That being said, I'm all for creative solutions! Give it a go...maybe the end result with a Rotrex unit will be different.

 

Courage we have always used the C30-94 in our previous kits, but dispite the theory the C38 is giving more boost from end to end then the C30 and we are making more power everywhere. Remember this si the AP1 2 ltr not the 2.2. On the Ap2 I think you will see at least another 50 bhp for the same boost. The option of big ic and pipes means a minimum up grade cost on the kit but of course a clutch upgrade would be essential. As Gavin has it the clutch is on the limit, 100 % gain or 160 true whp gain is storming in my book.

 

Hey OP I hope you dont mind just curious but TTS whats the exact price in US dollars? I've gotten different answers so im just curious. And sir very nice setup you have there looking to possibly get one myself. Goodluck with everything.
-Chris

 

http://www.rotrexsuperchargers.co.uk/Rotre..._s2000_st3.html

There is a currency converter.

J