Regardless of what boost they made a 129 trap is over 500whp. Closer to 550.

 

I don't think that's the reason. I'm off work today and bored so I've been looking into aftercoolers most of the day. I knew the Koenigsegg was FI but I didn't know it uses a c38-81 and uses an aftercooler. Second link also shows a MR-2 using an aftercooler setup. I believe an aftercooler is a viable option, but I could be wrong.

http://www.rotrex.com/Home/Superchar...b-3de33dbb1be9

http://www.automotivating.com/Spyder/supercharger.html

 

Another Race Kit Dyno:

https://www.youtube.com/watch?v=nEz5w1tpGis

 

@ Kraftwerks, I'm sent you a PM that I would like for you to see in regards to this "issue"

 

Beat me to it!

 

Seems pretty poor that a "professional" company is now speculating about another company's product. Very unprofessional Kraftwerks.

I personally have discussed this issue of no warranty and why over the phone with Richard at TTS (the owner). The lack of warranty has NOTHING to do with how TTS is using the product...it is a Rotrex issue.

 

Your guess is as good as mine on why kw and tts decided to use an fmic on their kits when everyone else that makes a centrifugal supercharger kit for the s incorporates a more expensive after cooler system. I can tell you that an after cooler is more efficient overall, allowing the least amount of boost loss and proven to yield more gians on a centrifugal sc over those that decided to run one with an fmic, and that was my only point in bringing it up.

water cooling is more consist then air cooling overall, however air cooling can drop in temp quicker if it heats up, whether as water takes a bit more time. At the end of the day though, the short/direct design of the after cooler is what makes it a natural choice for a blower unit that has a low rpm cap, allowing the full amount of boost/cfm to enter the engine without losses. This also makes a more responsive throttle modulation which is nice to have when you enjoy the character of a naturally aspirated motor, but just want more power the sc provides.

so my thought is the fmic/sc combo is a total buzz kill lol

 

We can't participate in the discussion and raise points of our own? Being that nobody has the kit on their car here on the forum means most of the conversation at this point is speculation... Hey, you're excited about your kit and we're happy for you. It doesn't matter whose kit you run as long as you're enjoying yourself. The comments we've made are simply to provide factual information to some of the misinformation about the Kraftwerks kit in relation to one that we are being compared to. Tone and context is not easy to express here on the forum, our posts are not being made with ill intent. If anyone has questions about our supercharger system call, email, Facebook, or message us...

 

Lets put this to bed.

TTS AP1 PULLEY SIZE :- 125mm CRANK 95mm SUPERCHARGER MAX RPM AT 9100RPM ENGINE IS 89,802 SUPERCHARGER IMPELLER SPEED
TTS AP2 PULLEY SIZE :- 135mm CRANK 95mm SUPERCHARGER MAX RPM AT 8500RPM ENGINE IS 90,592 SUPERCHARGER IMPELLER SPEED
TTS AP2 PULLEY SIZE :- 135mm CRANK 90mm SUPERCHARGER MAX RPM AT 8000RPM ENGINE IS 90,000 SUPERCHARGER IMPELLER SPEED (HIGHER TORQUE OPTION)

WITH RACE INTERCOOLER AND PIPEWORK WE SEE 17-20 PSI DEPENDING ON EXHAUST AND CAM SET UP. WE TEST AT 300 FT ABOVE SEA LEVEL AS THIS IS OUR WORKSHOP ELEVATION. CORRECTION FACTORS ON SAE ARE USUALLY + - 1-2%.

THE QUALITY OF OUR IN HOUSE CONSTRUCTED INTERCOOLER AND PIPEWORK IS WHAT GIVE TTS THE PERFORMANCE.

 

I'm almost there. I believe this week lll have a dyno graph for everyone.

http://s23.postimg.org/jm8a79vh7/image.jpg

The missing pieces have been a bump in the road but they have done a good job so far correcting that.