I think all 80% of the drivability problems are due to the "speed density"
system. If you have "mass air" it would do a much better job of compensating
for the change in air flow without major modifications to the computer. I'm
sure on top of that OBD-II is making the problems worse.
Alan
'98 Dakota R/T (Headers, FABM & gave up on Shift kit)
'89 Mustang GT (347, Griggs GR-40 , Vortech S-trim...)
Ducati 996 (someday)
-----Original Message-----
From: Holloway,Frank T [mailto:Frank.T.Holloway@KP.ORG]
Sent: Monday, November 23, 1998 7:27 PM
To: 'Dakota-truck@buffnet.net'
Subject: DML: RE: Blowers Attn. Chris Foote
Chris,
Here are my thoughts on the subject. I am a firm believer in
supercharging.
It is the cheapest easiest way to gain gobs of power. The
power is usually
made in the lower RPM ranges so it has the potential to be
reliable on a
properly prepared engine. In order for the supercharger to
work correctly,
the supporting components need to be matched and well
thought out. If the
kit or installation is well thought out, then the engine and
the
supercharger will live a happy life. Unfortunately a lot of
the kits we see
today are not well thought out. With the kit I installed on
my 95 I was very
disappointed. I purchased the kit thinking that CARB
approval meant a well
thought out kit (not so). I really never expected the
problems that I
experienced. Sort of like buying a car and after the sale,
someone says "oh
you want to drive it???". After installation, I had serous
detonation. I
called Vortech and asked about it and they said, "oh ya, we
have had a few
people complain". On went the Crane Hi-6 TR boost retard
ignition ($450
bucks lighter). After driving for a while, I just didn't
feel the power was
where it should be (lower RPM ranges). Started checking on
the dyno and
found that the ignition map wasn't suited for boosted
conditions. Worked
with Superchips to get the computer taken care of ($400
bucks lighter). And
by the way, Superchips tells me that my injectors are too
small to do the
job ( $400 bucks lighter). This went on and on and the
$2,500 dollar install
finally became a $7,000 install. If someone sells me a kit
that is supposed
to be complete, then it should be complete. If you are
contemplating one,
make sure that it is CARB & EPA approved and in the case of
the Dodge, be
prepared to go down uncharted territory. In addition to all
the problems and
frustrations, the thing is very noisy. If I were to do it
all over again, I
would seriously consider and I am considering the Kenne Bell
setup. Still
not EPA approved, but very close.
He is the only one who has addressed the computer which is
absolutely
essential in a supercharged world. In regards to the Vortech
kits, 95 and
older, 50 state legal, 96, 49 stage legal (not CARB
approved), nothing for
the newer trucks the last time I checked, and it may have
changed by now. My
thoughts.....
Frank
> -----Original Message-----
> From: Chris Foote [SMTP:darkangel@map.com]
> Sent: Monday, November 23, 1998 5:10 PM
> To: Holloway, Frank T
> Subject: Blowers
>
> Hi Frank,
>
> I've seen quite a few of your posts on the Dakota List and
it sounds like
> you are very knowledgeable in superchargers. I'm somewhat
confused by the
> latest posts concerning OBD-II. I have a '96 Grand
Cherokee with the 318
> that I would like to have a little fun with. Your TBs are
on my list too
> <g>.
>
> I was basically wondering what the scoop was with
Superchargers and
> OBD-II.
> I know Vortech did a demo vehicle with a 1996 GC however I
wasn't sure
> what
> kind of modifications they did to the computer, if any....
>
> Can a supercharger be put on without any difficulties with
OBD-II? I know
> there has been someone on the list who has had performance
troubles, but I
> wasn't sure whether he was really trying to 'tweak' his
setup or whether
> he
> was really stuck in the hole.
>
> Thanks for your help. This is a lot of money so I need all
the info I can
> get :-)
>
> -Chris
> darkangel@map.com
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