412 replies to this topic

[#2177]

There is no softness as the SC pressure is instantanious. It is honestly like driving a 3.5L NA. This is not my own experience but the averaged opinion of a couple of test drivers. #2177 Alexander

[Jon]

What you can see is that the chipped turbos have a higher torque, while the drivability of the sc is better as a result of the smooth curve. The power distribution is closer to that one of 3.5L NA. ANother important thing is that the torques does not drop of at 6000 revs, but is limited by the rev limiter in the 5th gear, in lower gears you can keeo the torque up to 6500. Without the rev limit even higher... Easy riding. I am eager to hear about Jon´s impressions.

#2177

Hi all, had a great time over at Hitec with Hartmut and Alfred. The stage 2 is taking a little more work as it has become apparent that whist the OE front pipe including cats was fine at 215 bhp, the standard main cat (the precat has since been removed) becomes a restriction over 230bhp as does the standard airbox. This will not be a problem in the UK as we don’t have any issues with using a 200CPI cat. In Germany things are different. For their market they are looking to an alternative cat solution. Something like a high flow 300.
The graph Alex has posted was done on Monday just after I had been out in the car. The final figures will be ready at the end of the week.

What does the car go like?

Well this morning I plotted this torque curve over the delta supercharger torque curve. The 2.2 torque dip at around 3000 rpm which was still evident in the delta kit (as it was still on the OE plastic manifold) has completely gone.
At 3000 rpm the delta car has 173.3 lb ft (235Nm) Alex's car has 217 lbs ft (295 Nm) that’s a 43.7 lbs ft (59.3Nm) increase.
At 2000 rpm delta have 147.5 (200Nm). Alex's car has 194 lbs ft (264Nm) an increase 46.5 (63.1Nm)
This also compares very favourably to the VXT's 184 lbft (250 Nm) at 1950 !

This trend continues right across the rev range, which is why it pulls so hard.

Further more, for me a very important aspect is its road manners around town etc. This is what will make or break a conversion for any owner once the honeymoon period of the power is over. The car drives like standard at slow & cruise speeds, by this I mean cleanly without hesitation. 1000 rpm 3rd gear it pulls smoothly no jerking; it is very quick to give full boost and pulls VERY hard right through the rev range to 6500. The posted graph shows 174.6 kilo watt (238.1 bhp) at 6210. You can see that Alfred has just lifted off at this point and that the power has not yet peaked and started to drop! In short it is fantastic and combined with the 2.2 shorter ratio gearbox its punch is nothing short of tremendous.
.

Alex you will simply love it.
The parts for my car are on the way. I cannot wait.

[speedyK]

The parts for my car are on the way.  I cannot wait.

If I was in the UK, I'd be next in the order book! Those numbers are hardcore automobile pornography

I thought the Delta-Motor SC drove like a meaty 3+litre N/A – the Hitec one sounds more like 5litres *swoon*

Precat is an absolute requirement in Switz. too (of course ).

Alex, bring it to our Hockenheim event! See my signature below

[NickB787]

What is the mpg?

[stevevx220]

What is the mpg?

You mean gpm?

[speedyK]

Won't be that bad - you ride on the torque wave without needing big throttle openings in give-and-take driving.

[nakajima]

what boost does it run?? any internal upgrades needed on top of the conversion costs? oh and what are the costs roughly? Hmmm now where did i put that credit card

[#2177]

Just a few numbers to compare... my assumption is that we finally WITHOUT changing rev limits will get to somewhere between 255 and 265 BHP, finallly this will include slightly changing the original ECU map to earlier ignition. This will be completed next week. 4.7 kg/BHP: Porsche Carrera S 3.9 kg/BHP: VX220Turbo with AMD Stage 3: 3.6 kg/BHP: Porsche GT3 3.6 kg/BHP: HITEC VX220 SC 2.9 kg/BHP: Porsche GT2 Anybody can make the call of what it would mean, if people would decide to increase rev limits to 7250. It would get the car to something around 280 BHP+. HITEC has decided though to not offer that option for durability reasons. This clearly shows, that powerwise we are in a competitive space, the car would need modified brakes, Oehlins, Nitros or Wilbers or whatever you choose, and bigger tyres as well. I have chosen for my car, Ferodo Performance and disks, Wilbers for fast road performance and ATC DTM with 215/245 tyres to complete the package. To get legal sound in Germany and reduce backpressure I have chosen the Bastuck exhaust. The prices in Germany for a 230BHP version are around 6800,- Euros including standard cat and exhaust. For the high power version it will be 7800 Euros exluding exhaust and cat mods. I am sure that Jon will offer the package at a very competitive price also in the UK. the boost level at high power is ONLY 0.72 bar. #2177 Alexander

[NickB787]

approx £4700 for 230 BHP and £5400 for the BIGG one the same as a trade up to a standard turbo, that very good, now just how much will the insurance cost??????

[nakajima]

dribbled

[Jon]

Rest assured, that when all the parts used have been calculated and we have the final spec's our price will be the same as Hitec's (only in £ not Euro's) The good thing for every one is that with 2 tuners in on the project the company who can supply a better or more competitivly price part than the other will supply this componant for the final package.

[Mutt & Jeff]

This sounds very exciting. Is the SC using the engine oil or does it have a bespoke system? Also, what is the belt durability like(?) as I was speaking to a tuning specialist last night whos company did a Boxster SC & their main problem seemed to be belt durability. He was mega impressed with the tourque output though! Cheers Doug

[MAP18W]

The SC is lubricated by its own oil reservoir. Belt durability was considered during development. At the start of the project a gates belt was used whilst a belt with superior load characteristics was sourced. This was installed on Monday whilst Jon was there and it was interesting to note that the gates belt had already started to glaze. Regarding durability it is suggested to check the belt as part of the servicing routine at each service and replace when required.

[speedyK]

The SC is lubricated by its own oil reservoir. Belt durability was considered during development. At the start of the project a gates belt was used whilst a belt with superior load characteristics was sourced. This was installed on Monday whilst Jon was there and it was interesting to note that the gates belt had already started to glaze. Regarding durability it is suggested to check the belt as part of the servicing routine at each service and replace when required.

With belt failure, other than loss of drive to the SC and subsequent power loss, would there be any problems – nothing would be wrecked would it? Would the car be able to limp home or would it be "dead"?

[SPLAM]

This all sounds very I know all prices aren't fully worked out yet but i was just wondering, if a customer (must start saving up) was to have the 230hp conversion upgraded (i just said upgraded ) to the BIG one, would the cost be around the difference in the two guesstimated prices, or would it be a new management£ £ system or suchlike?

[#2177]

The SC is lubricated by its own oil reservoir. Belt durability was considered during development. At the start of the project a gates belt was used whilst a belt with superior load characteristics was sourced. This was installed on Monday whilst Jon was there and it was interesting to note that the gates belt had already started to glaze. Regarding durability it is suggested to check the belt as part of the servicing routine at each service and replace when required.

With belt failure, other than loss of drive to the SC and subsequent power loss, would there be any problems – nothing would be wrecked would it? Would the car be able to limp home or would it be "dead"?

The car would be in perfect condition unless you request more than 150BHP from it, so as along as you would not go on full throttle, no real issue.

#2177

[speedyK]

The car would be in perfect condition unless you request more than 150BHP from it, so as along as you would not go on full throttle, no real issue.

Great

I thought having a (out of action) SC on the inlet side might mess up the breathing.

Sounds heavenly!

[Mutt & Jeff]

Thanks for the reply.....I'm starting to dribble!! Would the belts be easy to source &easy to fit, & how much would they cost? Doug

[cheese-lobber]

Is the conversion suitable for other Vauxhall 2.2 engined cars such as the Astra? or is this an exclusive to the VX220?

[NickB787]

Get off VX only