VF-Engineering SC build
#16
06-24-2008, 09:54 PM
One of the biggest things I like about the VF Supercharger vs the TPC is how quiet the VF system is in operation. It is barely perceptible and offers the ability to sound pretty much stock. (Stealthy?) The TPC on the other hand sounds like a loud high pitched vacuum cleaner crating no doubt it is blown.
Although performance of the TPC is slightly better because it achieves a higher boost sooner there are some that question if that is harmful to the engine to have that spike. Not sure if that is a true worry or not. VF seems to believe the engine can handle more boost so only time will tell.
As for VF not spending time looking at the competition I would seriously doubt that.
Although performance of the TPC is slightly better because it achieves a higher boost sooner there are some that question if that is harmful to the engine to have that spike. Not sure if that is a true worry or not. VF seems to believe the engine can handle more boost so only time will tell.
As for VF not spending time looking at the competition I would seriously doubt that.
Some good points there
However, I can confirm, we do not spend any time looking at others products. There are simply not enough hours in the day. VF were the first to release a production tuned supercharger system for the 996 in 2004 and 997 in 2005 and at the time, there was nothing else to look at anyway
Stay tuned for the dyno results and release information for our stg2 kits! The new Vortech (no oil lines) V3 simplifies the install further than it already is.
-Nik
Head of R&D.
#17
06-24-2008, 11:06 PM
Some good points there
However, I can confirm, we do not spend any time looking at others products. There are simply not enough hours in the day. VF were the first to release a production tuned supercharger system for the 996 in 2004 and 997 in 2005 and at the time, there was nothing else to look at anyway
Stay tuned for the dyno results and release information for our stg2 kits! The new Vortech (no oil lines) V3 simplifies the install further than it already is.
-Nik
Head of R&D.
However, I can confirm, we do not spend any time looking at others products. There are simply not enough hours in the day. VF were the first to release a production tuned supercharger system for the 996 in 2004 and 997 in 2005 and at the time, there was nothing else to look at anyway
Stay tuned for the dyno results and release information for our stg2 kits! The new Vortech (no oil lines) V3 simplifies the install further than it already is.
-Nik
Head of R&D.
#18
06-24-2008, 11:08 PM
Very nice protected answer The additional injector is no flaw in the system. I will agree that the piggyback is not as nice as the ECU flash, but hey, I dont build them. What I wanted to hear from you is a comparison. Because as a manufacturer, I want to know my competition.
Vortex supercharger spools up like a turbo, so low end you dont get all the boost like the roots style supercharger correct?
Both systems use an air to water intercooler featuring the GT3 center radiator as the cooler with ducting correct?
So besides the ECU flash, when it comes to driveability, power and performance, how would you compare the two? Have you driven a TPC kit?
I am not stepping on your toes. Vivid Racing could sell the **** out of your kits. Just want customers to understand the differences.
The additional injector is no flaw in the system. I will agree that the piggyback is not as nice as the ECU flash, but hey, I dont build them. What I wanted to hear from you is a comparison. Because as a manufacturer, I want to know my competition.Vortex supercharger spools up like a turbo, so low end you dont get all the boost like the roots style supercharger correct?
Both systems use an air to water intercooler featuring the GT3 center radiator as the cooler with ducting correct?
So besides the ECU flash, when it comes to driveability, power and performance, how would you compare the two? Have you driven a TPC kit?
I am not stepping on your toes. Vivid Racing could sell the **** out of your kits. Just want customers to understand the differences.
#19
06-24-2008, 11:19 PM
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Join Date: Jun 2008
Location: Irvine, California
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Some good points there
However, I can confirm, we do not spend any time looking at others products. There are simply not enough hours in the day. VF were the first to release a production tuned supercharger system for the 996 in 2004 and 997 in 2005 and at the time, there was nothing else to look at anyway
Stay tuned for the dyno results and release information for our stg2 kits! The new Vortech (no oil lines) V3 simplifies the install further than it already is.
-Nik
Head of R&D.
However, I can confirm, we do not spend any time looking at others products. There are simply not enough hours in the day. VF were the first to release a production tuned supercharger system for the 996 in 2004 and 997 in 2005 and at the time, there was nothing else to look at anyway
Stay tuned for the dyno results and release information for our stg2 kits! The new Vortech (no oil lines) V3 simplifies the install further than it already is.
-Nik
Head of R&D.
I can vouch for Nik- I am am a neighbor (3 homes down) and he and his wife J have a beautiful family ( a newborn- a little girl like mine) and is a person of high integrity.
Congrats Nik on the birth of your little girl and one day I can see both our little girls driving Supercharged Porsches...hopefully after they are married off...
Cheers-
SD (Mike)
#20
06-24-2008, 11:27 PM
The best thing you could ever do is video a comparison between the TPC and VF supercharged cars going at it. If the TPC performs much better I would live with the whine no problem. Most manufacturers use roots blowers anyway, people with mustangs, jags, etc. don't seem to be bothered by it.
The sound that people talk about is typically attenuated by the design of the manifold that the roots unit is bolted to.
The performance of roots Vs centrifugal is not what this thread is about, however a comparison of VF Vs TPC is something we leave consumers to decide by themselves. We are not that aggressive in our nature that we feel the need to go head to head. We chose a centrifugal unit for its conservative power delivery characteristics relative to bolting a turbo or roots unit onto an NA motor.
Our products credentials speak for themselves in the just the sheer volume of product we have on the market and in the credentials of the businesses that install and support it.
We are continuing to support the product by further investing in R&D for an upgrade path and supporting new platforms as they arrive. 12.5:1 compresison ratio is something we will tackle within our stride using all the diagnostic and pro-active R&D techniques we employ.
#21
06-24-2008, 11:37 PM
The sound that people talk about is typically attenuated by the design of the manifold that the roots unit is bolted to.
The performance of roots Vs centrifugal is not what this thread is about, however a comparison of VF Vs TPC is something we leave consumers to decide by themselves. We are not that aggressive in our nature that we feel the need to go head to head. We chose a centrifugal unit for its conservative power delivery characteristics relative to bolting a turbo or roots unit onto an NA motor.
Our products credentials speak for themselves in the just the sheer volume of product we have on the market and in the credentials of the businesses that install and support it.
We are continuing to support the product by further investing in R&D for an upgrade path and supporting new platforms as they arrive. 12.5:1 compresison ratio is something we will tackle within our stride using all the diagnostic and pro-active R&D techniques we employ.
The performance of roots Vs centrifugal is not what this thread is about, however a comparison of VF Vs TPC is something we leave consumers to decide by themselves. We are not that aggressive in our nature that we feel the need to go head to head. We chose a centrifugal unit for its conservative power delivery characteristics relative to bolting a turbo or roots unit onto an NA motor.
Our products credentials speak for themselves in the just the sheer volume of product we have on the market and in the credentials of the businesses that install and support it.
We are continuing to support the product by further investing in R&D for an upgrade path and supporting new platforms as they arrive. 12.5:1 compresison ratio is something we will tackle within our stride using all the diagnostic and pro-active R&D techniques we employ.
I am ordering a facelift S and I am in Anaheim Hills. I will be looking at VF-engineering closely to see what they come up with for the new cars. I will also be looking at TPC. Whenever supercharging is mentioned, I am sure people will want as much information to be presented as possible.
#22
06-25-2008, 12:14 AM
I can vouch for Nik- I am am a neighbor (3 homes down) and he and his wife J have a beautiful family ( a newborn- a little girl like mine) and is a person of high integrity.
Congrats Nik on the birth of your little girl and one day I can see both our little girls driving Supercharged Porsches...hopefully after they are married off...
Cheers-
SD (Mike)
Congrats Nik on the birth of your little girl and one day I can see both our little girls driving Supercharged Porsches...hopefully after they are married off...
Cheers-
SD (Mike)
he he. married off in about 20 or so years from now! I wonder what the 911 will look like by then? cars will probably be powered by a small nuclear cell IMO.
#25
06-25-2008, 09:49 AM
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Location: Irvine, California
Posts: 199
Rep Power: 31 Nik-
As long as I can "hear" something when I step on it- I will be fine- I just hope I am still around when my daughters "marry" --for a variety of reasons....
Cheers-
SD
#26
06-25-2008, 12:10 PM
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Posts: n/a
Let us get back on track!
Remove the plastic crankcase vent tube from the rear fitting and remove the tube from the vehicle, leaving the small rubber hose connected to the vehicle. Attach the throttle body vacuum adapter to the body.
Reinstall the oil fill tube. Loosely reinstall the alternator with the new Threaded shaft and spacer. TIP: Watch out for the positive wire leading to the back of the alternator.
Remove the serpentine idler pulley from the driver's side of the engine and set aside for later. Loosely install the replacement serpentine belt included in the kit. Install the two serpentine pulleys you have previously removed and place them on the SC bracket. Torque the central serpentine pulley bolt to 18 ft. lbs. Install the SC oil drain and make sure the hose is in a correct position for gravitational pull from the SC.
Now, install the resistor to the MAF, remove OEM sensor and install it to the new MAF housing with the new K&N filter. Take care with handling the MAF!! The 90 degree air intake pipe included in the kit should be connected to the other end of the MAF housing, using the supplied Claps. Then add the MAF to its respective plug.
Install the SC intake pipe along the bottom of the engine bay, connecting to the SC and the intake assembly in the corner of the engine bay.
More to come.......
Remove the plastic crankcase vent tube from the rear fitting and remove the tube from the vehicle, leaving the small rubber hose connected to the vehicle. Attach the throttle body vacuum adapter to the body.
Reinstall the oil fill tube. Loosely reinstall the alternator with the new Threaded shaft and spacer. TIP: Watch out for the positive wire leading to the back of the alternator.
Remove the serpentine idler pulley from the driver's side of the engine and set aside for later. Loosely install the replacement serpentine belt included in the kit. Install the two serpentine pulleys you have previously removed and place them on the SC bracket. Torque the central serpentine pulley bolt to 18 ft. lbs. Install the SC oil drain and make sure the hose is in a correct position for gravitational pull from the SC.
Now, install the resistor to the MAF, remove OEM sensor and install it to the new MAF housing with the new K&N filter. Take care with handling the MAF!! The 90 degree air intake pipe included in the kit should be connected to the other end of the MAF housing, using the supplied Claps. Then add the MAF to its respective plug.
Install the SC intake pipe along the bottom of the engine bay, connecting to the SC and the intake assembly in the corner of the engine bay.
More to come.......
#28
06-25-2008, 04:37 PM
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Last edited by Delius@VF-Engineering; 06-26-2008 at 12:46 PM.
#29
06-25-2008, 04:45 PM
Wow that is impressive. Too many factors agreed. Lets say both cars with equally skilled drivers from a rolling start. Will the sc 997s be able to pull on the 997tt?
#30
06-25-2008, 09:08 PM
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