BMW Supercharger Specifications Wiki

[regular guy]

Originally Posted by pbonsalb

The "i" is the newer range of impellers. The Si replaces the old S, and the Ti replaces the old T. The map you posted is the old S versus T map. It is not the Si versus Ti. The flow improvement of the Ti over the T is significant. I look forward to seeing the map for the Ti (as well as the variable drive blowers under development that can bring boost in sooner).

The older T uses a larger inlet, although the discharge is the same size. The larger inlet meant that the same intake could not be used unless it was cut back and a silicon adapter put in place. The difference was only about 1/4 inch. Not sure about the newer Ti, but I assume it is also larger.

There is another designation for clipped impeller wheels, the older SC and the newer SCi, but there has never been a clipped version of the T and I doubt there will be one for the newer Ti. VF has used the clipped wheel blowers in some BMW applications, but I do not know about the E9xM3. I think the theory on the clipped wheel is that it spreads out the flow for high revving motors so boost does not go too high.

The V1/V2/V3 designation specifies the internal drive. V1 uses sturdier straight cut gears with a 3.45:1 step up ratio and require an oil supply and drain. V2 uses the quieter but weaker helical gears with a 3.60 step up ratio and require an oil supply and drain. V3 uses the quieter helical gears with a self contained oil supply.

The YSi steps up to a larger case blower. It fits in the same brackets as the V1/V2/V3 but is physically larger in some areas, so whether it fits a particular car depends on the space in the engine compartment.

Got it. I will remove the older map later tonight when I update for ASA blowers. I've fired off an email to Vortech to request the Ti compressor maps.

Thank you very much for the info. It's a great contribution to the thread!

[regular guy]

Originally Posted by pbonsalb

The older T uses a larger inlet, although the discharge is the same size. The larger inlet meant that the same intake could not be used unless it was cut back and a silicon adapter put in place. The difference was only about 1/4 inch. Not sure about the newer Ti, but I assume it is also larger.

I also noticed the extra 1/4 inch in the specs. At first I thought Vortech gave me the wrong specs on the V2-Ti, or that I had made a typo when I input the size. I even checked my cell phone photo of the white board where I wrote it all down while talking to the Vortech guy. But then I checked the difference between the V1-Si and V1-Ti and noticed the extra 1/4 there as well. I ended up concluding Vortech gave me the correct specs with the extra 1/4 inch on the V2-Ti.

The V1/V2/V3 designation specifies the internal drive. V1 uses sturdier straight cut gears with a 3.45:1 step up ratio and require an oil supply and drain. V2 uses the quieter but weaker helical gears with a 3.60 step up ratio and require an oil supply and drain. V3 uses the quieter helical gears with a self contained oil supply.

Great explanation.

The YSi steps up to a larger case blower. It fits in the same brackets as the V1/V2/V3 but is physically larger in some areas, so whether it fits a particular car depends on the space in the engine compartment.

The latest Gintani bracket works for all including the V7. The current ESS bracket puts the blower too close to the valve cover and means you can't use the V7.

[BobS]

Great thread....

A overlay comparison on compressor maps, strengths, features, etc would be very helpful imo

[IMG]

Great info Sir ! Can't wait for more infos

[M-powerMode]

This gives me some good options for my LC 4.4l supercharged motor build !

Awesome input RG !

[regular guy]

Here's what I discovered about the ASA superchargers.

G-Power started their kits with the ASA T1-522. The T1-522 was eventually replaced by the T1-523. The T1-523 is slightly more efficient, but also supplies less air and thus less horsepower.

On the upper end G-Power kits for the M3-GTS, they use the ASA T1-723. Like the T1-522, the T1-723 was eventually replaced. The newer model is the T1-724. The T1-724 is slightly more efficient than the T1-723, but doesn't give up enough air flow to reduce the horsepower output.

The table in post-1 has been updated with these latest additions. The highlights, features, and compressor maps (shown below) have been added to post-2.

ASA T1-522

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 100,000 RPM
• 21 PSI
• 1095 CFM
• 710 CHP
• 79% Efficiency
• Download Specification
• Used by: G-Power

Efficiency Map



ASA T1-523

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 100,000 RPM
• 20 PSI
• 1045 CFM
• 670 CHP
• 80% Efficiency
• Download Specification
• Used by: G-Power

Efficiency Map
Download PDF file for higher resolution efficiency map




ASA T1-723

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 100,000 RPM
• 22 PSI
• 1150 CFM
• 730 CHP
• 79% Efficiency
• Download Specification
• Used by: G-Power

Efficiency Map



ASA T1-724

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 100,000 RPM
• 21 PSI
• 1120 CFM
• 730 CHP
• 80% Efficiency
• Download Specification
• Used by: Nobody

Efficiency Map
Download PDF file for higher resolution efficiency map

[Orange fever]

great reading///

[pbonsalb]

There have been rumors for years about ASA coming out with a big blower, but I guess it has not happened. I like the fact that ASA uses a clutch on some of its blowers. Maybe the flow limitation has to do with the planetary gear drive -- the ASA, HKS and Rotrex all use it and none of them can compete with the fixed ratio step up drive Vortech on flow. The Rotrex C38-92 comes closest but cannot quite keep up -- it needs more boost than a Vortech Si Trim to make the same power.

Hopefully Vortech will release the variable speed transmission version of its V1/V2/V3 soon. Procharger has one out already. This new development could change the world of centrifugal supercharging, making them more competitive with turbochargers, which make full boost in the midrange or earlier, rather than only at redline as with a centrifugal.

Here is a link to the only test I have seen of the Ti Trim. It flowed enough air to make 3 more psi with the same pulley ratio:

http://www.nmradigital.com/2013/09/14/9571/

[Soorena]

Great thread. Thank you Regular Guy.

The other day i was thinking about the possibility of mating a centrifugal supercharger unit to a CVT transmission in order to have different pulley ratios in different rpm's. As it turned out, Procharger has such system. Very neat package.

[Beedub]

that think would need some serious space however..... great idea but with todays tech id like to see something much more compact......

[Soorena]

Originally Posted by Beedub

that think would need some serious space however.....

It's a big unit, that's for sure. Given the fact that these unit usually end up sitting under an American car's bonnet one would think size wasn't their main object when they designed it. However, i don't think it can much more compact than what it is due to space needed for the transmission.

[regular guy]

Originally Posted by Sal@Evolve

Brilliant work.

Well done and I hope you write some more on how to look at a compressor map.

Sal, would you be willing to share your crank and top pulley sizes so I can fill in the chart for Rotrex with actual data? No worries if it's confidential...

[s85e90]

here's a great page for understanding compressor maps and what they are for those interested>>>

http://www.turbobygarrett.com/turbob...ompressor_maps

[schnell325]

Ummmmm. Sticky????

[Mit_Boost]

While I think this is great, great info, people need to keep in mind that this is data and unfortunately will not communicate drivability, which not only is going to vary between different blowers (Rotrex vs Vortech), but also different tuning strategies/kit designs (VF Engineering vs. ESS). Similar to 60-130 numbers, it's great if the setup puts the power down but if the kit operates like an On/Off switch (no partial drivability, etc) is it really worth it?


Phenomenal thread though, it'll be great to see if we can get dyno overlays of all 4 kits at similar power ratings (maybe everyone's 620/625 kit) on the same dyno, in the same conditions, and illustrate the different curves that each kit/supercharger offers. Ideally this would be done on a completely 3rd party, independent, non-forum associated with a stock E9x M3 baseline for the perfect comparison.