BMW Supercharger Specifications Wiki

[regular guy]

Recently I've been doing some research on a project for higher horsepower supercharged M3's -- even higher than current VT3 specifications. I knew Vortech had just announced a new V2-TI supercharger at the 2013 SEMA show. But so far, I haven't found any specifications for it from Vortech, or on any of the review sites. So today, my curiousity got the best of me and I called Vortech to get the specs.

At first I wanted to compare the V2-TI specs to the typical V3-Si and V7-YSi specifications, but then I thought...why stop there? Why not compare to all the superchargers that have been offered in the past or are currently offered on the S65 M3's. So, I compiled a list...and here you go.

Make

Model

Self- Oiled

Gearcase

Gear Ratio

Typ. Crank Pully (mm)

Typ. Charge Pully (mm)

Max Speed

Typical Speed (1)

Max Boost

Max Flow

Max Power (CHP)

Peak Efficiency

Inlet O.D.

Outlet O.D.

Inducer Diameter

Specifications

Effeciency Map

ASA

T1-522

?

15.000

121

150

100000

101640

21 PSI

1095 CFM

710

79%

2.80 in.

2.95 in.

Unk.

Download

View

ASA

T1-523

?

15.000

121

150

100000

101640

20 PSI

1045 CFM

670

80%

2.90 in.

2.95 in.

Unk.

Download

View

ASA

T1-723

?

15.000

121

150

100000

101640

22 PSI

1150 CFM

730

79%

2.80 in.

3.07 in.

Unk.

Download

View

ASA

T1-724

?

15.000

121

150

100000

101640

21 PSI

1120 CFM

730

80%

2.80 in.

3.07 in.

Unk.

Download

View

HKS

GTS 8550

Yes

N/A

9.368

121

92

100000

103496

17.6 PSI

920 CFM

495

76%

2.75 in.

2.36 in.

2.54 in.

Download

View

HKS

GTS 8555

Yes

N/A

9.368

121

92

100000

103496

19 PSI

990 CFM

545

76%

2.75 in.

2.36 in.

2.64 in.

Download

View

Rotrex

C38-92

Yes

N/A

7.500

121

92

90000

82858

21 PSI

1090 CFM

720

75%

3.50 in.

2.50 in.

2.75 in.

Download

View

Vortech

V2-Si

No

Std

3.600

121

92

52000

39772

22 PSI

1150 CFM

775

78%

3.50 in.

2.75 in.

3.10 in.

Download

View

Vortech

V3-Si

Yes

Std

3.600

121

92

52000

39772

22 PSI

1150 CFM

775

78%

3.50 in.

2.75 in.

3.10 in.

Download

View

Vortech

V7-YSI

No

HD

3.450

121

92

65000

38115

30 PSI

1600 CFM

1200

78%

4.00 in.

3.00 in.

3.70 in.

Download

View

Vortech

VT-TI

No

HD

3.600

121

92

55000

39772

26 PSI

1400 CFM

950

75%

3.75 in.

2.75 in.

3.50 in.

Download

View

Notes:

1. Typical speed is calculated from "Typ. Crank Pully (mm)" and "Typ. Charge Pulley (mm) sizes @ 8400 RPMs.

Please don't use this thread to turn it into a vendor war of whose supercharger you think is better. I'm really hoping it won't turn into that. I'm hoping it will stick to a technical discussion. If you see any errors, please help me correct them. If you know of other supercharges that have been used, then please mention it and I will add it to the list.

Enjoy, I hope this helps people.

[regular guy]

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




HKS GTS-8550

Features:

• Self-Oiled
• 100,000 RPM
• 17.6 PSI
• 920 CFM
• 495 CHP
• 76% Efficiency
• Download Specification: DL-1, DL-2
• Used by: Active Autowerke

Efficiency Map



HKS GTS-8555

Features:

• Self-Oiled
• 100,000 RPM
• 19 PSI
• 990 CFM
• 545 CHP
• 76% Efficiency
• Download Specification: DL-1, DL-2
• Used by: Active Autowerke

Efficiency Map



Rotrex C38/92

Features:

• Self-Oiled
• 90,000 RPM
• 21 PSI
• 1090 CFM
• 720 CHP
• 75% Efficiency
• Download Specification
• Used by: Active Autowerke, Evolve Automotive

Efficiency Map



Vortech V2-Si

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 52,000 RPM
• 22 PSI
• 1150 CFM
• 775 CHP
• 78% Efficiency
• Download Specification
• Used by: Gintani

Efficiency Map
Download PDF file for higher resolution efficiency map




Vortech V3-Si

Features:

• Self-Oiled.
• 52,000 RPM
• 22 PSI
• 1150 CFM
• 775 CHP
• 78% Efficiency
• Download Specification
• Used by: ESS Tuning, Gintani

Efficiency Map
Download PDF file for higher resolution efficiency map




Vortech V2-Ti

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 55,000 RPM
• 26 PSI
• 1400 CFM
• 950 CHP
• 75% Efficiency
• Download Specification
• Used by: Nobody (yet)

Efficiency Map
(Not Available)


Vortech V7-YSi

Features:

• NOT Self-Oiled. Must be oiled from engine supply.
• 65,000 RPM
• 30 PSI
• 1600 CFM
• 1200 CHP
• 78% Efficiency
• Download Specification
• Used by: Gintani

Efficiency Map

[klammer]

Subscribed and in to learn

[Sales@Evolve]

Brilliant work.

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

[pbonsalb]

I do not see the V2-Ti compressor map posted; just the old V1-T versus V1-S map. Looking forward to some dyno testing of the V2-Ti to see its advantages on stock block motors as well as built motors.

[Beedub]

fantastic thread, looking forward to getting home tonight and studying it further....
can lie the v3si unit is pretty serious and is definitely a heavy hitter...... great performance was pleasantly surprised to see it outflows The big rotrex offering.........

[JEllis]

COOL!

[DLSJ5]

Great work as always.

[regular guy]

Originally Posted by pbonsalb

I do not see the V2-Ti compressor map posted; just the old V1-T versus V1-S map. Looking forward to some dyno testing of the V2-Ti to see its advantages on stock block motors as well as built motors.

I'm not sure if the V1T and V2TI would share the same compressor map. For the time being, I'm assuming they do because they share the same specs across the board. If it turns out wrong, we'll just have to wait until Vortech posts a TI compressor map.

Originally Posted by Sal@Evolve

Brilliant work.

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

First I have to figure it out. I guess it's time to read the Vortech white paper on reading the compressor maps!

[regular guy]

Here's one thing I forgot to mention about the V2-TI and why it's worth talking about. The V2-TI will go up to 1000 CHP, but takes up no more space and mounts to the same brackets as the V3-Si. That makes the V2-TI a great migration path for people using the V3-Si (like ESS and Gintani stage-2 kits) and wanting to build their motor and upgrade to their stage-3 kits.

[325rider]

Originally Posted by regular guy

Here's one thing I forgot to mention about the V2-TI and why it's worth talking about. The V2-TI will go up to 1000 CHP, but takes up no more space and mounts to the same brackets as the V3-Si. That makes the V2-TI a great migration path for people using the V3-Si (like ESS and Gintani stage-2 kits) and wanting to build their motor and upgrade to their stage-3 kits.

So these blowers are all blowers that have been available for S/C kits on the s65? Active, ESS, VT, etc…?

[regular guy]

Originally Posted by 325rider

So these blowers are all blowers that have been available for S/C kits on the s65? Active, ESS, VT, etc…?

Yes, all but the V2-TI because it's brand new to the market in the last two months. All of these have been used in the past, or are currently in use on the S65.

[325rider]

Originally Posted by regular guy

Yes, all but the V2-TI because it's brand new to the market in the last two months. All of these have been used in the past, or are currently in use on the S65.

Oh okay true. Not too many blowers, I guess the market opens up for suppliers to add value in the tuning, intake manifold development, and cooling department. Thanks Reg Guy ur info and work for the s65 on this forum is helpful. no h0mo

[Beedub]

a company called 928 offers billet wheel upgrades for the v3 units that bump up the CFM to 1200...... this is a great option for v3 owners wanting more from their supercharger unit....

[regular guy]

Originally Posted by Beedub

a company called 928 offers billet wheel upgrades for the v3 units that bump up the CFM to 1200...... this is a great option for v3 owners wanting more from their supercharger unit....

Very nice; thanks for the tip. I'll see what I can dig up on those.

http://www.superchargerupgrades.com/#vortech

[MilehighM3]

Great info! I'm definitely interested in how to understand the compressor maps and get to know each units efficiency range better.
Have you tried to collect any data on the Eaton TVS TM 1740 planned for implementation from Harrop or the ASA supercharger utilized by G Power? I think the unit is the T1-723, but I could be mistaken.

[regular guy]

Originally Posted by MilehighM3

Great info! I'm definitely interested in how to understand the compressor maps and get to know each units efficiency range better.
Have you tried to collect any data on the Eaton TVS TM 1740 planned for implementation from Harrop or the ASA supercharger utilized by G Power? I think the unit is the T1-723, but I could be mistaken.

Good suggestion on the TVS. I will look into that. I tried to look up the ASA, but got side tracked or confused into thinking it was the HKS. I will try to look further into that as well.

EDIT: I already found the specs on the ASA T1-723 and confirmed it's the G-Power unit. I will add that tonight.

[regular guy]

It looks like G-Power has used both the ASA T1-523 and ASA T1-723 on the S65's. I found specs for both. So I'll add both.

I'm having a hard time finding specs on the Eaton TVS TM 1740 or anything Eaton 1740. It looks like a new unit and specs don't appear on their web site. I have sent an email query. If it's successful, I'll add that as well.

[mkPOTO]

Originally Posted by klammer

Subscribed and in to learn

+1 on this

[BMW Fanatik]

Wow! Always wanted to know how superchargers work etc and the difference between the variety. Thank you for this.

STICKY!

[Sal@AUTOcouture]

ANOTHER useful thread for the community. Awesome work as always

[pbonsalb]

Originally Posted by regular guy

I'm not sure if the V1T and V2TI would share the same compressor map. For the time being, I'm assuming they do because they share the same specs across the board. If it turns out wrong, we'll just have to wait until Vortech posts a TI compressor map.

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.