How does a restrictor plate supercharger (ECS) differ/is better in low end torque?
08-01-2014, 09:21 PM
#61
I don't think I would define the sweet spot of a centri blown LSx to be 2000-3500 rpm.
Also, if you are going to go WOT on any if these setups, the amount of time you will be in that RPM range will be minuscule.
I know in my HCI LQ4, it's not even worth thinking about. I imagine once the blower is on it will be an even shorter amount of time.
Also, if you are going to go WOT on any if these setups, the amount of time you will be in that RPM range will be minuscule.
I know in my HCI LQ4, it's not even worth thinking about. I imagine once the blower is on it will be an even shorter amount of time.
08-01-2014, 09:23 PM
#62
Even if you could, the blower is a smaller pulley and meth away from a blowing the doors off any NA build in the same price range.
08-01-2014, 09:29 PM
#63
Racer
I'm pretty sure we'll find that meaningful increases will occur no earlier than 3K - 3.5K rpm as you'd need to go PD to get anything lower than that.
The centri exception to that rule seems to be the new variable-ratio-transmission driven i-1 Procharger which appears to be a game changer, though it'll likely never be certified for C5's in CA (plus it likely weighs a bunch too?).
The centri exception to that rule seems to be the new variable-ratio-transmission driven i-1 Procharger which appears to be a game changer, though it'll likely never be certified for C5's in CA (plus it likely weighs a bunch too?).
And if you were gonna spend 5-6,000 on a system and one was able to provide 50 or so more torque right in the sweet spot of around 2000-3500rpms then yeah, a smart decision would be to ask plenty of questions before you bought it and make sure the system is right for you.
08-01-2014, 09:42 PM
#66
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For dblack, you will need to read the entire thread or at least the very first post to understand where Iam coming from. We all know that centi units love to take their time to spool up and not make any real seat of the pants feel until around 4000 rpm. This discussion was based around ecs blower setups being able to dip lower into the street "seat of the pants torque down low" feel that the pd style blower set ups seem to have over the centri units.
08-01-2014, 09:51 PM
#68
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I'm pretty sure we'll find that meaningful increases will occur no earlier than 3K - 3.5K rpm as you'd need to go PD to get anything lower than that.
The centri exception to that rule seems to be the new variable-ratio-transmission driven i-1 Procharger which appears to be a game changer, though it'll likely never be certified for C5's in CA (plus it likely weighs a bunch too?).
The centri exception to that rule seems to be the new variable-ratio-transmission driven i-1 Procharger which appears to be a game changer, though it'll likely never be certified for C5's in CA (plus it likely weighs a bunch too?).
08-01-2014, 09:53 PM
#69
For dblack, you will need to read the entire thread or at least the very first post to understand where Iam coming from. We all know that centi units love to take their time to spool up and not make any real seat of the pants feel until around 4000 rpm. This discussion was based around ecs blower setups being able to dip lower into the street "seat of the pants torque down low" feel that the pd style blower set ups seem to have over the centri units.
Different strokes for different folks I guess.
08-01-2014, 09:56 PM
#71
Racer
As was stated ealier in the thread I'm not looking for max output, just 425 whp or so with a nice midrange boost on 6- 7 psi max (stock LS1 in a stock drivetrained 2K FRC).
I can get close to 400 whp N/A smog legally without destroying drivability and economy (no LT Headers in CA so that's a big limitation, plus a mild 218 @ .050 or so cam so economy isn't killed etc, plus heads and intake etc).
I don't want to kill my low mile stock clutch so l'm not interested in the normal 500+ whp tunes (this is a 100% street car that is used for long trips a lot so reliability and economy are key!).
I can get close to 400 whp N/A smog legally without destroying drivability and economy (no LT Headers in CA so that's a big limitation, plus a mild 218 @ .050 or so cam so economy isn't killed etc, plus heads and intake etc).
I don't want to kill my low mile stock clutch so l'm not interested in the normal 500+ whp tunes (this is a 100% street car that is used for long trips a lot so reliability and economy are key!).
Last edited by doug_dayson; 08-01-2014 at 10:09 PM.
08-01-2014, 10:03 PM
#72
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And what gave you that idea?
Myself and the other dude are after the same thing only I have to agree with you that he really now has one option for a centrifugal and that's a@a. Anything else won't pass and is illegal for him in ca. As for myself...maybe Iam making a mountain out of a mole hill. Iam merely going off the facts that ecs claimed their restrictor plate design could and would generate more torque down low by spinning the unit quicker with a smaller pulley and then use the restrictor plate to keep the boost to reasonable levels for a stock or bolt on type of application. Sounds all great in theory just need to find someone with a setup to back it up. If it were only like 20-30 extra torque I would say hmmm ok....but when we're are talking 40-50 sounds significant enough to me to want to research it more. Oh and also add to that, ua/v a very respectable vendor on here and no it wasn't ecs, highly recommended the ecs for me wanting more torque down low...well that's what started it all. Guess I was just hoping to have more people with those types of setups to chime in, instead of it turning into a debate. Oh well.
Myself and the other dude are after the same thing only I have to agree with you that he really now has one option for a centrifugal and that's a@a. Anything else won't pass and is illegal for him in ca. As for myself...maybe Iam making a mountain out of a mole hill. Iam merely going off the facts that ecs claimed their restrictor plate design could and would generate more torque down low by spinning the unit quicker with a smaller pulley and then use the restrictor plate to keep the boost to reasonable levels for a stock or bolt on type of application. Sounds all great in theory just need to find someone with a setup to back it up. If it were only like 20-30 extra torque I would say hmmm ok....but when we're are talking 40-50 sounds significant enough to me to want to research it more. Oh and also add to that, ua/v a very respectable vendor on here and no it wasn't ecs, highly recommended the ecs for me wanting more torque down low...well that's what started it all. Guess I was just hoping to have more people with those types of setups to chime in, instead of it turning into a debate. Oh well.
Last edited by XtremeVette; 08-01-2014 at 10:11 PM.
08-01-2014, 10:13 PM
#73
Racer
Yes, A@A or ATI only for me in CA for legal centri's, though hopefully I can sneak a smaller pulley and restrictor plate past a lazy smog guy?
And what gave you that idea?
Myself and the other dude are after the same thing only I have to agree with you that he really now has one option for a centrifugal and that's a@a. Anything else won't pass and is illegal for him in ca. As for myself...maybe Iam making a mountain out of a mole hill. Iam merely going off the facts that ecs claimed their restrictor plate design could and would generate more torque down low by spinning the unit quicker with a smaller pulley and then use the restrictor plate to keep the boost to reasonable levels for a stock or bolt on type of application. Sounds all great in theory just need to find someone with a setup to back it up. If it were only like 20-30 extra torque I would say hmmm ok....but when we're are talking 40-50 sounds significant enough to me to want to research it more.
Myself and the other dude are after the same thing only I have to agree with you that he really now has one option for a centrifugal and that's a@a. Anything else won't pass and is illegal for him in ca. As for myself...maybe Iam making a mountain out of a mole hill. Iam merely going off the facts that ecs claimed their restrictor plate design could and would generate more torque down low by spinning the unit quicker with a smaller pulley and then use the restrictor plate to keep the boost to reasonable levels for a stock or bolt on type of application. Sounds all great in theory just need to find someone with a setup to back it up. If it were only like 20-30 extra torque I would say hmmm ok....but when we're are talking 40-50 sounds significant enough to me to want to research it more.
08-02-2014, 03:30 AM
#76
Racer
That's possible in my case since nobody seems to want to show me that I'll get any midrange improvement over N/A at my desired power level?
If I can't get any midrange improvement at my desired power level with a restricted centri I'll go N/A as it's cheaper and more reliable.
If I can't get any midrange improvement at my desired power level with a restricted centri I'll go N/A as it's cheaper and more reliable.
08-02-2014, 08:14 AM
#79
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Why? Are you agreeing that for street driving and not going all out ***** to the walls wot...that until you hit around 4,000rpm your not going to feel much difference over a lightly modified bolts ons type of car such as mine with a basic centrifugal package added on? I know you're a quarter mile guy and that's your cup of tea which is cool and all...just not my cup of tea. Iam after more torque and horsepower with an increase throughout the entire power band that you can feel and don't need to be at wot or high in the power band range. I'll chime back in more once a get some more rides in centrifugal add on cars and after I go for a ride in zebras pd car...really looking forward to that.
Last edited by XtremeVette; 08-02-2014 at 08:21 AM.
08-02-2014, 08:18 AM
#80
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True I'll be talking to a few vendors after a go for rides. I don't want to waste anybody's time yet. Money is already saved up, just want to determined for me what I'll be happy with the most. I know that it's better the seriously plan this out instead of buying something and then having to redo it because Iam not satisfied.