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01-06-2020, 07:55 PM | #45 |
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So it's 80lb for the g1 including fluids, minus 20lb for the oem stuff you remove... so 60lb net? That's much less than i expected
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01-07-2020, 01:57 PM | #46 |
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We're starting one of the installs today, I'm sure we'll be arriving at the same number or close.
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01-07-2020, 02:51 PM | #47 | ||
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Quote:
Quote:
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01-08-2020, 01:18 PM | #48 |
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Install complete and strapped on the dyno now.
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01-08-2020, 03:43 PM | #49 |
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waiting for results!
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01-09-2020, 12:36 PM | #50 |
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What I really want is a properly built 4.6L stroker...
But damn, these superchargers do twix my nethers...
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01-09-2020, 12:55 PM | #51 |
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Awesome - can you post results? Really want to see torque curve and power band
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01-09-2020, 03:48 PM | #52 |
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Install is a bit easier than the VT2-based kits and very straightforward. The G1 supercharger's smaller overall package allows for more clearance for the intake tract and redesigned G1 supercharger bracket can be installed in sections rather than as a complete unit for the DIY type. All other items are shared from the VT2 platforms and install in a similar fashion.
Dynos Pretty impressed with the kit on the dyno. Our 09 M3 clocks in at 377whp/279tq equipped with a set of Macht Schnell Test pipes & Macht Schnell Stage 2 Intake on ACN91. The G1 Supercharger on the 96.5mm pulley brings those numbers to 548whp/366tq adding 171whp and 87tq to baseline figures. Torque comes in a bit higher early on compared to VT2 kits and carries clean to redline. Consistency Consistency is key here, and you can see the numbers are absolutely consistent run after run after run. Opinion With the easier installation, the overall finished look appears cleaner when looking underneath the hood. Now with the G1 introduction, ESS has full control over the entire production process, as Vortech component costs have been aggressively rising lately. Along with the G1 supercharger, a number of other improvements have been implemented such as a redesigned supercharger bracket and improved idler system. A nice touch was including both the 96.5mm (91oct), and 94mm (93oct) pulleys for both 91/93 octane ratings at no additional charge. An improved internal gear system allows for longer service intervals on the G1 unit. A redesigned breather system is also used to prevent fluid seepage from the supercharger unit under high Gs (Vortech users know exactly what I'm referring to here). Chatter is virtually eliminated, others will be hard pressed to even know there's a supercharger living underneath the hood until its too late. Improvements - Virtually silent operation - Both 91oct & 93 octane pulleys included - Redesigned Heavy-Duty redesigned mounting bracket /idler system - ~15lb reduction from VT2/Vortech based systems. - ~10-20ft/lb gain in torque from VT2/Vortech based systems - Power consistency after numerous dyno pulls - Improved supercharger vent system. No more S/C fluid seepage under high Gs - Direct bolt-in upgrade path in G1+/G2 Power feels clean and great on the road with no surging throughout the gears. Definitely need some more miles logged to fully adapt. ESS has sold a significant amount of supercharger kits and its good to see development on new products even with the S65 well out of production. Note that the VT2-Vortech based units will still be offered alongside the new G1 kits, with full support/attention eventually moving over to the G1 kits across the product line. Current VT2 users wouldn't benefit much from switching over to the new platform, but those shopping for a new supercharger kit would be generally pleased with the G1 systems perform. Those in the SoCal area are welcome to drop by our facility and see the kit in person.
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01-09-2020, 05:29 PM | #54 |
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Dynos look good.
Looks like it gets within the meat of it's torque after 4K RPM, and rises gradually until 7000. HP is peaking at redline. Basically, it seems like this kit retains the character of the stock S65 (peaky engine with a wide torque band). The Harrops give it more American muscle down low. Cool to see two different approaches available for those who want to boost these cars.
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01-09-2020, 05:35 PM | #55 | ||
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Check the chart again. If you look at the comparison closely, you can see the baseline run was started ~200 RPM sooner than the after run so the stock run appears stronger than it actually is - but the info is there. It takes the engine a sec to get fully dialed in for full power, so you will see the power curve raise from zero to full within a couple of hundred RPM once you mash on the pedal.
Wanted to touch on another couple of points.... Quote:
Quote:
The G1 blower is not friction drive, nor is it hot. Its a high ratio synchro gear drive, having a similar capacity to the V3Si with cooler discharge temps. It does not need more boost to make the same power and can still be run non-intercooled. ESS is seeking to design a proprietary non-intercooled manifold in order to further optimize weight reduction when no cooler is needed. G2 has even more capacity than the V3Si. these superchargers can also spin much faster and have far superior overall design in both the airflow and gear drive sections. Partial to the reason for keeping consistent runs.
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01-09-2020, 07:22 PM | #56 | |
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Could you overlay this to the VT2 kit of similar whp? I'm guessing the 595 kit Thank you |
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01-09-2020, 07:40 PM | #57 |
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I don't believe I have any 595 dynos as the jump to 625 wasn't much more in cost. Most people simply went that route.
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01-09-2020, 07:49 PM | #58 | |
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I like that this kit has less heat, more track worthy |
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01-09-2020, 07:51 PM | #59 |
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Any chance you can overlay the dyno of a typical VT2-625 kit over the one posted above?
Edit: SYT_Shadow beat me to the request...
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01-09-2020, 08:07 PM | #61 | |
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01-09-2020, 09:17 PM | #63 | |
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01-09-2020, 09:22 PM | #64 | |
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Does the G series kit install differently somehow? So the heat exchanger doesn't block the oil cooler? |
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01-09-2020, 09:40 PM | #65 | ||
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01-10-2020, 11:05 AM | #66 | |
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