Yes there will be bracing for it utilizing some of the stock intake manifold brace points. Also it will be all made from thick billet aluminum not just sheet metal. We are not waiting for a bunch of investors to create it. The parts are being machined right now and we should have it running on the dyno very soon.

I was hoping you’d reply since you probably have one of the most solid Rotrex setups. Surprisingly low mileage but your car is making quite a bit more power than most supercharged cars

It seems like the ribbed setup of the TTS and EVERY other sc kit seems to work much better than the KW kit with the cogged setup which seemed like a knee-jerk design choice. I think I should be giving Rotrex a little more credit, I don’t think they’d have nearly as much issues with a better mount/drive system *cough TTS*. You’re one of the very few running a TTS kit. The unfortunate thing is that Rotrex is getting tossed into the grinder with KW when the KW setup may ultimately be causing the Rotrex unit to fail. I’ve spent hours reading damn near every thread regarding the KW kits and busted belts and bolts seem to be a common occurrence.

I’m still not entirely 100% decided yet as it will still be a while before I make my purchase. It just seems that KW still seems to be very hit and miss, and LHT seems like more of the exception than the rule. If proper belt tension is the key factor I think it’s only fair that some kind of procedure or measurable specification is out there rather than “by feel”. I wouldn’t mind needing to check to ensure that the mounting bolts are tight periodically, but belt replacement on the KW setup looks like a real pain in the ass, and eventual head unit failure isn’t a fun prognosis either. I do think a lot of the bolts busting etc can be remedied by using stronger ARP equivalents on essentially the entire kit, proper torque, loctite etc.

Discussing theoreticals can go on forever, and so can I, haha...The ONE thing I have noticed though is there are a lot less theoreticals, if any, with the SOS kit....especially regarding reliability. I don’t think it should be a necessity that you can only successfully run a KW kit if it’s installed and tuned by LHT....that kind of defeats the point of selling a kit....If it’s so finicky about absolutely proper installation I think the kit needs a very thorough combing over in terms of installation instructions, potentially upgraded and revised hardware based on LHTs feedback, revised torque values, clearance and tolerance checking that can be performed by the installer/end user, etc. There’s nothing wrong with more elaborate kits and installs as long as they come supplied with a winning procedure to ensure some semblance of longevity. And Kraftwerks stealth release of the added mounting point with their more recent kits still isn’t making me feel more comfortable. LHT has been extending the supplied bracket for some time now, and clearly it’s helped, so there must still be weakness in the mounting system that KW is trying to address by updating their own supplied bracketry which isn’t nearly as stout as the LHT solution....

I need to stop talking, I just think it’s important to keep a current thread/discussion going on for anyone considering a supercharger setup with today’s options and past experiences and accrued data as well as the most current information, which more or less only applies to the KW kit and their rolling revisions. I think it’s almost there but just not quite there enough, unless of course, you go to LHT.

The roots blowers are cool, and their under the curve power is great, but man do I hate the whine...so much so that it really trumps any benefit that they may have over centrifugal blowers....I’m sure I’ll have time to see and hear these new kits run....but I’m not holding out much hope that I’ll like what they sound like. Plus this late into the game I’d really like to be buying into a time-tested proven kit vs. being a guinea pig for potential revisions...but that’s the game you play if you want the “latest and greatest”.