I was originally looking purchasing a Comptech Supercharger a few years ago, but I was rear ended in an accident with my '91 NSX, she was a total loss so I decided to upgrade. I found a squeaky clean '00 NSX-T from the U.S with only 16k miles on the odometer. I got the itch and started slowing modifying my NSX, so 2yrs later here I am looking for a few more horsepower to squeeze out of her.
I got the chance to meet with Chris Wilson at NSXPO 2009 and I spoke to him about the new product. Summed up basically, the system is based on a 2.1L Twin Screw Compressor using custom brackets utilizing the CT-Engineering intake manifold with an upgraded fuel and ignition management system. The System upgradeability was also there for those wanting more power with this capability one can also increase the power with a smaller pulley on a built engine so there is room to grow. In a nutshell, everything the CT-Engineering package offers but with a Kenne Bell 2.1L larger blower, with upgrades to larger RC550 injectors, 255lph Walbro fuel pump, and AEM fuel ignition controller for a stock motor build.
So with all that in mind I set some goals for my FI project:
I called and E-mailed Chris numerous times over a few months asking him various questions. One of the main issues I was concerned about was ODBII and use of a standalone management system, which cannot be done using AEM EMS. Chris assured me that are no problems as the system includes AEM F/IC fuel and ignition controller and fully compatible with ODBII. It is possible to go full standalone and do AEM EMS on 91-96 NSX’s but they do not offer anything for OBDII or at least right now. You can make EMS work on a newer car but there would be some hacking and removal of things, therefore, I would rather stick to the plug & play kit SOS developed.
After some debating of other systems Turbo, other Supercharger packages, and keeping in mind my original goals I set out I decided to take the plunge in the Spring 2010. I contacted Chris again to set me up with one of his systems. I already was a loyal SOS customer for years, plus I already knew the guys standing behind the products, services, and have come to expect and receive a good level of customer service… so my project FI story begins.
I made the arrangements with Rob Magro (Factorynsxtech here on prime) to do my timing belt and water pump service etc. I figured we can do the Supercharger at the same time. For those of you that don’t know Rob he is an Acura Master Mechanic, he also owns a Comptech charged NSX of which he tracks on a regular basis. First time I’ve worked with Rob, he is a pretty cool guy and I can’t say enough good things about him and his level of commitment and dedication he put into my car. All the late nights he stayed up working away to get it done. I should mention we did experience problems during the install and tuning process, I’ll mention them later in my review. But with some perseverance I managed to get through it with the help of both Chris and Rob. Rob when you read this thanks so much for your help and continued help on my project! You are a valuable asset to the NSXCC community and I highly recommend him to anyone requiring skilled work on the NSX or any Honda/Acura product!
After the initial installation with fresh timing belt & water pump with over too many trips to count back and fourth from Waterloo to Oakville, and Toronto. Plus 5 trips to 3 different dyno shops and 16hrs of dyno tune time later, the final tune was produced by Marco @ Magnus Motorsports http://magnusmotorsports.com. Thanks to Rob aka Turbo Rob (na1tor here on prime) for putting me in touch with Marco. Rob runs his own custom fabrication and automotive shop. Rob also works closely in conjunction with Magnus and has done some crazy turbo work on all kinds of cars. He currently has a ’91 with 3.2L monster creating only 480wrhp in a custom made twin turbo setup absolute craziness! His custom piping and welding work looks impeccable. Magnus utilizes a 424 AWD Dynojet unit for tuning I was fortunate enough to meet with, and work with one of the industries best. Check out his website and you’ll know why. During my last tuning session, Marco made it look easy after a few hours. After multiple partial and full throttle runs on the Dyno simulating real world driving conditions, he pulled the car off and handed over the keys and told me to take it for a spin.
First impression all I can say is WOW, as I pulled out of Magnus and laid a patch of rubber on the ground with almost no effort! I took it for a nice drive around residential streets, and on the highway returned to Marco with a huge grin. I should add the car should have come this way from factory! Still feels very balanced, and driveability is very good not taking away the stock feel. The intake makes a nice snarl hiss at idle, and growls deep and mean sounding into WOT with a nice whine from the Supercharger. The Supercharger is a lot quieter than the older Comptech Whipple by far, where as the Kenne Bell is almost silent in comparison around 1000~3500rpm normal driving or until you get on it.
My overall impression taking off 1st gear you can immediately feel the additional torque build over 200ft-lbs @ 2000rpm as it puts you back in the seat. For 2nd, 3rd and 4th gears feel colossal over stock power, the ability to spin the rear wheels in almost any of those gears on dry pavement surprised me at first. Boost is built almost instantly no lag and has a very responsive feel to the throttle. Travelling a highway speeds in 5th and 6th gear just a varying light pressure needs to be applied to the gas pedal to keep the car doing 110~120km/hr here in Canada or about 68~75mile/hr for you imperial guys. She seems to just want to take off keeping slight pressure on the pedal.
A few days after the dyno tune I’ve gotten a couple flashing check engine lights that when out, so 2 trip detection isn’t triggering it to stay on and only seemed to happen under WOT conditions. I do however get a violent shutter through the entire car all the time, if I let off the accelerator pedal too quickly when boost is built up. This first resulted in a flashing check engine light right after. Almost as if I was starving/choking the engine from screaming on the way to WOT. I figure the drive-by-wire response time closing the throttle is too quick, but I’m getting use to it now trying not to let off too quickly. Haven’t dumped the codes to see what they are, haven’t seen it come back on for a few weeks. So at the moment not really worried maybe a few learn cycles for the OEM computer fixed it for now guess time will tell?
As any FI build project like this, expect to hit a few problems here and there so include time and budget for them you gotta pay if you want to play. Problems addressed were a leaking drive snout seal out of the box, a random misfire problem, check engine lights, and some dyno tuning issues. This is where AEM and F/IC tuning experience is absolute key. Expect a good tuner with wideband & full data logging functions to charge around ~$200 an hour at least in GTA area and there are only handfuls that can handle AEM period. With that said, it took me 16hrs of dyno time plus the original installation time to get it right, so you can do the math. Some guys didn’t have issues with their install but I’m the percent error manufactures talk about, if its going to go wrong it will go wrong on me.
After a month and just over 1000kms of street driving the car drives pretty much the same as it did right from the Dyno. I’m running a bit on the rich side AFR hits low 10.5~11.5 under full boost under certain conditions, might have to return to the dyno tuner if it keeps diving into the too rich point. Either way you’d want it more rich than lean… Lean would be bad… very bad! Dyno Tuner did mention replacing carboned-up emissions components will be cheaper than blowing your motor any day no disagreement from me! I do get a hiccup now and then, feels like slight misfire when cold seems to occur when going from open to closed loop possible the AEM F/IC might be wonky going into closed loop. No engine lights as a result so not worrying about it. Once the engine has reached optimal operating temperature no problems, no hiccupping.
Potential long term problems you can expect to run into are clutch holding the extra power. Lucky for me the stock clutch is holding really good right now, so not sure how long before I need to replace it, time will tell? As for possible future mods, well I mentioned the clutch already when she slips then it will be time for a new upgraded one. I also have been considering the SOS Laminova Intercooler package, more for added safety on the stock motor than anything else. It will bring intake temps down for a denser air charge bringing boost down ~1 to 1.5psi resulting in less heat and resulting in some more power & torque.
My supporting engine mods are Comptech headers, ARK DT-X Exhaust, Uni-Filter drop in prior to FI. Before pulled the car out after 8 month storage period the old fuel made 259rwhp with 203ft-lbs torque on the lean side. I run 94 Octane religiously since ownership years ago the tuner worked it out to be a loss of ~1 octane per month the gas sits. And no I didn’t add stabilizer I totally forgot while in storage so Tuner figured I was robbed out at least 10~15hp probably lost at least ~8 octane so around ~86 or less. After the charger install the car produced 388rwhp with 274ft-lbs torque @ ~10.6psi of boost on fresh 94 Octane fuel 4th gear pulls. I should mention very little cool down time between dyno runs, engine and blower hot intake temps well over 180 degrees between runs. Not sure if it would have made anymore rwhp cold but I didn’t mind because that is simulation of real world driving in traffic. Expect a 3.2L to make ~10.6psi of boost checked with Chris and this is considered normal.
Thus far my overall impression is excellent. If you are on the fence about purchasing a Supercharger, I would definitely recommend the ScienceofSpeed Supercharger to anyone who set out similar goals as mine. :biggrin:
Everyone wants the numbers so here you go enjoy! See attach graphs:
Thanks,
Richie
Before:
After Last Dyno Tune with Supercharger:
Install Pics:
I got the chance to meet with Chris Wilson at NSXPO 2009 and I spoke to him about the new product. Summed up basically, the system is based on a 2.1L Twin Screw Compressor using custom brackets utilizing the CT-Engineering intake manifold with an upgraded fuel and ignition management system. The System upgradeability was also there for those wanting more power with this capability one can also increase the power with a smaller pulley on a built engine so there is room to grow. In a nutshell, everything the CT-Engineering package offers but with a Kenne Bell 2.1L larger blower, with upgrades to larger RC550 injectors, 255lph Walbro fuel pump, and AEM fuel ignition controller for a stock motor build.
So with all that in mind I set some goals for my FI project:
1) Maintain as much of the stock NSX reliability & driveability.
2) Maximize the possible output of stock motor safely.
3) Making sure to keep the car emissions compliant, because after all we all love the environment and keeping the emission police happy too.
4) Keep the car as clean ‘OE’ looking as possible i.e bolt-on mods no cutting no hacking of the car itself.
2) Maximize the possible output of stock motor safely.
3) Making sure to keep the car emissions compliant, because after all we all love the environment and keeping the emission police happy too.
4) Keep the car as clean ‘OE’ looking as possible i.e bolt-on mods no cutting no hacking of the car itself.
I called and E-mailed Chris numerous times over a few months asking him various questions. One of the main issues I was concerned about was ODBII and use of a standalone management system, which cannot be done using AEM EMS. Chris assured me that are no problems as the system includes AEM F/IC fuel and ignition controller and fully compatible with ODBII. It is possible to go full standalone and do AEM EMS on 91-96 NSX’s but they do not offer anything for OBDII or at least right now. You can make EMS work on a newer car but there would be some hacking and removal of things, therefore, I would rather stick to the plug & play kit SOS developed.
After some debating of other systems Turbo, other Supercharger packages, and keeping in mind my original goals I set out I decided to take the plunge in the Spring 2010. I contacted Chris again to set me up with one of his systems. I already was a loyal SOS customer for years, plus I already knew the guys standing behind the products, services, and have come to expect and receive a good level of customer service… so my project FI story begins.
I made the arrangements with Rob Magro (Factorynsxtech here on prime) to do my timing belt and water pump service etc. I figured we can do the Supercharger at the same time. For those of you that don’t know Rob he is an Acura Master Mechanic, he also owns a Comptech charged NSX of which he tracks on a regular basis. First time I’ve worked with Rob, he is a pretty cool guy and I can’t say enough good things about him and his level of commitment and dedication he put into my car. All the late nights he stayed up working away to get it done. I should mention we did experience problems during the install and tuning process, I’ll mention them later in my review. But with some perseverance I managed to get through it with the help of both Chris and Rob. Rob when you read this thanks so much for your help and continued help on my project! You are a valuable asset to the NSXCC community and I highly recommend him to anyone requiring skilled work on the NSX or any Honda/Acura product!
After the initial installation with fresh timing belt & water pump with over too many trips to count back and fourth from Waterloo to Oakville, and Toronto. Plus 5 trips to 3 different dyno shops and 16hrs of dyno tune time later, the final tune was produced by Marco @ Magnus Motorsports http://magnusmotorsports.com. Thanks to Rob aka Turbo Rob (na1tor here on prime) for putting me in touch with Marco. Rob runs his own custom fabrication and automotive shop. Rob also works closely in conjunction with Magnus and has done some crazy turbo work on all kinds of cars. He currently has a ’91 with 3.2L monster creating only 480wrhp in a custom made twin turbo setup absolute craziness! His custom piping and welding work looks impeccable. Magnus utilizes a 424 AWD Dynojet unit for tuning I was fortunate enough to meet with, and work with one of the industries best. Check out his website and you’ll know why. During my last tuning session, Marco made it look easy after a few hours. After multiple partial and full throttle runs on the Dyno simulating real world driving conditions, he pulled the car off and handed over the keys and told me to take it for a spin.
First impression all I can say is WOW, as I pulled out of Magnus and laid a patch of rubber on the ground with almost no effort! I took it for a nice drive around residential streets, and on the highway returned to Marco with a huge grin. I should add the car should have come this way from factory! Still feels very balanced, and driveability is very good not taking away the stock feel. The intake makes a nice snarl hiss at idle, and growls deep and mean sounding into WOT with a nice whine from the Supercharger. The Supercharger is a lot quieter than the older Comptech Whipple by far, where as the Kenne Bell is almost silent in comparison around 1000~3500rpm normal driving or until you get on it.
My overall impression taking off 1st gear you can immediately feel the additional torque build over 200ft-lbs @ 2000rpm as it puts you back in the seat. For 2nd, 3rd and 4th gears feel colossal over stock power, the ability to spin the rear wheels in almost any of those gears on dry pavement surprised me at first. Boost is built almost instantly no lag and has a very responsive feel to the throttle. Travelling a highway speeds in 5th and 6th gear just a varying light pressure needs to be applied to the gas pedal to keep the car doing 110~120km/hr here in Canada or about 68~75mile/hr for you imperial guys. She seems to just want to take off keeping slight pressure on the pedal.
A few days after the dyno tune I’ve gotten a couple flashing check engine lights that when out, so 2 trip detection isn’t triggering it to stay on and only seemed to happen under WOT conditions. I do however get a violent shutter through the entire car all the time, if I let off the accelerator pedal too quickly when boost is built up. This first resulted in a flashing check engine light right after. Almost as if I was starving/choking the engine from screaming on the way to WOT. I figure the drive-by-wire response time closing the throttle is too quick, but I’m getting use to it now trying not to let off too quickly. Haven’t dumped the codes to see what they are, haven’t seen it come back on for a few weeks. So at the moment not really worried maybe a few learn cycles for the OEM computer fixed it for now guess time will tell?
As any FI build project like this, expect to hit a few problems here and there so include time and budget for them you gotta pay if you want to play. Problems addressed were a leaking drive snout seal out of the box, a random misfire problem, check engine lights, and some dyno tuning issues. This is where AEM and F/IC tuning experience is absolute key. Expect a good tuner with wideband & full data logging functions to charge around ~$200 an hour at least in GTA area and there are only handfuls that can handle AEM period. With that said, it took me 16hrs of dyno time plus the original installation time to get it right, so you can do the math. Some guys didn’t have issues with their install but I’m the percent error manufactures talk about, if its going to go wrong it will go wrong on me.
After a month and just over 1000kms of street driving the car drives pretty much the same as it did right from the Dyno. I’m running a bit on the rich side AFR hits low 10.5~11.5 under full boost under certain conditions, might have to return to the dyno tuner if it keeps diving into the too rich point. Either way you’d want it more rich than lean… Lean would be bad… very bad! Dyno Tuner did mention replacing carboned-up emissions components will be cheaper than blowing your motor any day no disagreement from me! I do get a hiccup now and then, feels like slight misfire when cold seems to occur when going from open to closed loop possible the AEM F/IC might be wonky going into closed loop. No engine lights as a result so not worrying about it. Once the engine has reached optimal operating temperature no problems, no hiccupping.
Potential long term problems you can expect to run into are clutch holding the extra power. Lucky for me the stock clutch is holding really good right now, so not sure how long before I need to replace it, time will tell? As for possible future mods, well I mentioned the clutch already when she slips then it will be time for a new upgraded one. I also have been considering the SOS Laminova Intercooler package, more for added safety on the stock motor than anything else. It will bring intake temps down for a denser air charge bringing boost down ~1 to 1.5psi resulting in less heat and resulting in some more power & torque.
My supporting engine mods are Comptech headers, ARK DT-X Exhaust, Uni-Filter drop in prior to FI. Before pulled the car out after 8 month storage period the old fuel made 259rwhp with 203ft-lbs torque on the lean side. I run 94 Octane religiously since ownership years ago the tuner worked it out to be a loss of ~1 octane per month the gas sits. And no I didn’t add stabilizer I totally forgot while in storage so Tuner figured I was robbed out at least 10~15hp probably lost at least ~8 octane so around ~86 or less. After the charger install the car produced 388rwhp with 274ft-lbs torque @ ~10.6psi of boost on fresh 94 Octane fuel 4th gear pulls. I should mention very little cool down time between dyno runs, engine and blower hot intake temps well over 180 degrees between runs. Not sure if it would have made anymore rwhp cold but I didn’t mind because that is simulation of real world driving in traffic. Expect a 3.2L to make ~10.6psi of boost checked with Chris and this is considered normal.
Thus far my overall impression is excellent. If you are on the fence about purchasing a Supercharger, I would definitely recommend the ScienceofSpeed Supercharger to anyone who set out similar goals as mine. :biggrin:
Everyone wants the numbers so here you go enjoy! See attach graphs:
Thanks,
Richie
Before:
After Last Dyno Tune with Supercharger:
Install Pics:
Last edited:
