IS350 Revision S/C
12-13-13, 07:56 AM
#124
Mike, I know you have done other mods, but do you know how much HP you gained by the S/C alone? Also can you estimate your cost, not including your own labour? That is probably unfair to the amount of time and effort you put in. IOW, if a person were to buy all the parts from scratch and follow in your footsteps, what would be the final tally?
Part of me is interested in this, another part thinks it is just a silly idea and that 2nd part can't even believe the 1st part is serious.
Part of me is interested in this, another part thinks it is just a silly idea and that 2nd part can't even believe the 1st part is serious.
12-23-13, 03:14 PM
#125
I hope Mike hasn't given up on this thread completely.
Mike: Did you or the other people you were working with consider one of the smaller vortech s/c's?
Like V9 or V5? If you did, why go with the rotrex instead?
From what I can tell, the Rotrex might be a bit smaller, but the 2 companies seem to measure things differently. Seems like the Vortech V9 should fit, though.
v9 g trim should be capable of upto 825 cfm, which is in excess of what I figure a s/c 3.5l should need (using an online java script, so who knows how accurate it really is).
Still can't find much on is350 supercharging though. Is the HP gain around 50HP like it is with the is250? Or can you do better? I know you said you were getting 370 whp, I think but I don't know what other mods that might have included.
Mike: Did you or the other people you were working with consider one of the smaller vortech s/c's?
Like V9 or V5? If you did, why go with the rotrex instead?
From what I can tell, the Rotrex might be a bit smaller, but the 2 companies seem to measure things differently. Seems like the Vortech V9 should fit, though.
v9 g trim should be capable of upto 825 cfm, which is in excess of what I figure a s/c 3.5l should need (using an online java script, so who knows how accurate it really is).
Still can't find much on is350 supercharging though. Is the HP gain around 50HP like it is with the is250? Or can you do better? I know you said you were getting 370 whp, I think but I don't know what other mods that might have included.
12-23-13, 04:16 PM
#126
Given up? No. I get people msg'ing me every other day with questions so I just reply to their specific concerns. 
I was introduced to Rotrex from a BMW friend and was sold on them after seeing HKSIS350 original HKS system using a rotrex blower. Stew in Columbus found a pair of c38-71s and after he pulled the trigger on one I had to buy the other. They are some of the most efficient blowers out there. I esp. like the design using planetary bearings and their c38 models seem to be near bullet proof even with a 3yr warranty.
FWIW, I never had any exhaust mods other than an axleback....fully catted system on stock headers as well. This car MAKES POWER on 7psi! Theres another guy in Texas using a Rotrex system with a fully catless exhaust and headers on his IS350. He is out of fuel at 6psi the system flows so well and hes making so much power. Theres more to be had with more fueling and a way to control it....Someone else has taken that over and I'm confident they will break 400whp on an IS350.
For now, I have moved to a 2urgse motor swap and Greddy roots blower.
If I can fab up a worthwhile bracket and pulley design I would like to put a Rotrex on the F motor (similar to icode in japan)...but that's down the road.
I was introduced to Rotrex from a BMW friend and was sold on them after seeing HKSIS350 original HKS system using a rotrex blower. Stew in Columbus found a pair of c38-71s and after he pulled the trigger on one I had to buy the other. They are some of the most efficient blowers out there. I esp. like the design using planetary bearings and their c38 models seem to be near bullet proof even with a 3yr warranty.
FWIW, I never had any exhaust mods other than an axleback....fully catted system on stock headers as well. This car MAKES POWER on 7psi! Theres another guy in Texas using a Rotrex system with a fully catless exhaust and headers on his IS350. He is out of fuel at 6psi the system flows so well and hes making so much power. Theres more to be had with more fueling and a way to control it....Someone else has taken that over and I'm confident they will break 400whp on an IS350.
For now, I have moved to a 2urgse motor swap and Greddy roots blower.
If I can fab up a worthwhile bracket and pulley design I would like to put a Rotrex on the F motor (similar to icode in japan)...but that's down the road.
Last edited by mikellucci; 12-23-13 at 04:21 PM.
12-25-13, 09:35 AM
#127
From what I have been reading, with centrifugal S/C you would normally use a bypass valve, but it seems you were using a bov instead. Might I ask why? I thought of this in particular in response to the mention of people who were going to be trying to add meth injection. It would seem to me that recycling the discharge would make more sense than just venting it if you were injecting methanol. But when I read about it, it sounded like it would reduce lag without injection as well.
12-25-13, 10:31 AM
#128
From what I have been reading, with centrifugal S/C you would normally use a bypass valve, but it seems you were using a bov instead. Might I ask why? I thought of this in particular in response to the mention of people who were going to be trying to add meth injection. It would seem to me that recycling the discharge would make more sense than just venting it if you were injecting methanol. But when I read about it, it sounded like it would reduce lag without injection as well.
12-29-13, 10:34 AM
#129
I was going to ask this as part of Stew's thread, but since Mike is the one who originally brought it up (AFAIK), I'll ask it here.
This is regarding dropping boost when it gets colder. (what was the issue? misfires?) Why do you think you are getting problems as it gets colder? IAT dropping lower than the ecu is used to and compensates incorrectly?
I think you said you dropped boost to around 4 psi from 7.5. How do you do that? Pulley change? If you just adjusted the BOV, wouldn't it then be blowing off pretty much all the time?
Around here it's so cold for so much of the year, even if I added an S/C I might as well just take the belt off middle of Oct. and not put it back on until mid may. With a bit of snow or ice on the roads (which is damn near all the time) I find myself spinning the tires even with relatively low throttle, and I have blizzaks on, which are supposed to be pretty effective for those kinds of conditions.
This is regarding dropping boost when it gets colder. (what was the issue? misfires?) Why do you think you are getting problems as it gets colder? IAT dropping lower than the ecu is used to and compensates incorrectly?
I think you said you dropped boost to around 4 psi from 7.5. How do you do that? Pulley change? If you just adjusted the BOV, wouldn't it then be blowing off pretty much all the time?
Around here it's so cold for so much of the year, even if I added an S/C I might as well just take the belt off middle of Oct. and not put it back on until mid may. With a bit of snow or ice on the roads (which is damn near all the time) I find myself spinning the tires even with relatively low throttle, and I have blizzaks on, which are supposed to be pretty effective for those kinds of conditions.
01-03-14, 05:44 PM
#132
Thanks for responding ... and now that I have your attention again, if only briefly, do you have a suspicion of why you had troubles at low temperatures? I can only think that it would be air too cool at the intake. Maybe it is an air pressure thing, but I can't reason that out in my brain.
01-03-14, 06:13 PM
#133
Thanks for responding ... and now that I have your attention again, if only briefly, do you have a suspicion of why you had troubles at low temperatures? I can only think that it would be air too cool at the intake. Maybe it is an air pressure thing, but I can't reason that out in my brain.
01-03-14, 07:25 PM
#134
Cold weather on a s/c setup will however make your belt more rigid and could lead to glazing/slipping depending on conditions.
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