Quote:
Originally Posted by Brian@Vortech
A long, long time ago we introduced quiet superchargers, and have since made them standard for pretty much everything but our race offerings. We're talking 8+ years ago now. The blowers we make now are just the right mix of quiet with a nice little whistle at idle.
This man speaks truth...
Quoted again for emphasis.  Your car will never stop pulling with a Vortech centrifugal, whether you shift at 6,000, 6,500, 7,000, or wherever - a centrifugal supercharger does not lay over and leave you flat, disappointed, and wanting more on the big end where your car wants to make power.
The V-7 YSi that you are referring to, currently tied for the most efficient streetable supercharger currently available from any manufacturer, is made by Vortech Engineering. Vortech is also the home of the equally efficient V-3 Si-Trim Supercharger. Don't get confused by hype. Efficiency = Power...and no amount of salesmanship will ever change that.
You really, really shouldn't spread false information about other companies Dustin. Some items were sold off in the restructuring in an attempt to make the transition from Sweden to our facility in California smoother. You try moving an entire company from Sweden to America sometime! |
Just curious, which part is actually false? Lysholm did in fact go bankrupt, our rep was there at the auction. Thats public knowledge. Whether its for restructuring or for liquidation, its still bankruptcy. As for destruction, I could go on for years.... I would never attempt to move a company that had out of date product, out of date machinery or key employee's that won't move to the US. To go out and find all new vendors because many of the last one's weren't paid is a couple year process in itself. That would be crazy!
Maybe your saying you've re-designed every componet? If so, I commend you for addressing all the issues you're inheriting and apoligize for stating your using the same inferior product.
The centrifugal keeps pulling because boost keeps climbing as the SC flow is increasing at a higher rate then the engine demand (increased cylinder pressure), which is typically opposite of what the OEM engine can handle. Cat temps, EGT's, cylinder pressure..... all get to very unsafe levels. Go ahead and take that 6.2L engine to 7000 and see what the boost is with the centrifugal. Change the camshaft and some other componets, now your talking some great HP on top but still lacking PD type torque.
PD SC's can change the pulley to get the same "peak" boost but have significantly more airflow (IE torque) at all low speeds as well as driveable speeds. The PD's only "fall off" when the SC or air inlet system is too small/restrictive. Boost is linear and typically only peaks when the engine's VE falls off (cam, heads, exhaust....). Many don't even notice, but when you drive a PD SC, at part and light throttles, you'll go to 1-3psi of boost. This cylinder filling is giving you far more power almost all the time which gives the customer a better feel.
In the end, each has its own characteristics which the end customer must decide what they like. Contrary to some claims, the Centrifugal does not make the most power, especially if you plot out average power gain through an entire rpm range and are refering to steetable applications. There will always be a market for both methods.