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NO AMG, NO CARE
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Discussion Starter #1
I heard that the supercharger was available for the V6 accord, does that mean its available for the CL-S too?

or have I just been given false information? hard to check nowadays ;)
 

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The dude from the TL board who has his 2K TL with the SC installed at Comptech says they only got it to go with 280HP, but they don't think his tranny will hold up to that for a long period of time.

I think he said they expect it to be released for our cars around late march timeframe. But we'll see..
 

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I wish it produce more torque and horsepower.
 

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Zapata said:
comptech man.....not out yet but it will be. 5k for 50-60 horsepower :eek: No thanks!
Fucking Audis get 50hp from a chip that is Sub G. That's crap. Shit for $5 grand you can make a Jeep that runs 16 flat stock run 13s.

Shit, for $1500 I'm making my 5.9 run upper 13s to low 14s which around a second quicker than stock.
 

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Av6 headers, and intake work on the 3.0 right?

If they do, I'd assume the kit will work with the 3.0. I've got a connection at comptech that I'll check with.

KingsFanPaul said:
anyone know if the accord one will fit a first gen 3.0? or at least be custom made to fit or something?
 

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From my Comptech connection:

"Regarding the supercharger discussion, we have not shipped any kits yet but pieces are in production and we are aiming to start shipping the first kits by the end of this month. The kit will retail for $4495.00 and includes a Magnussen screw-type blower, cold air box, fuel pump, fuel pressure regulator, ESM, battery box, custom radiator overflow bottle and upper radiator hose, along with all required mounting and blower drive pieces. In other words, it's a very comprehensive, well engineered kit. Initially, we will supply the kit that fits the 98-newer V6 Accord. Following that will come kits for the 3.2 TL, TL-S, and CL-S. The Accord kit will not fit the 3.0 CL because the engines are really quite different and the chassis sheet metal is laid out differently."

Answer your question? :D

Go COMPTECH!!!!!
 

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Crazy_AcurA said:
i'd get one, as long as comptech can keep my warrenty vaild through acura... :bigok:
Just get it from an authorized Comptech dealer that happens to be an Acura Dealer...:drink:
 

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They're actually making one? Won't we need serious engine mods for a SC to work?
 

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NO AMG, NO CARE
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Discussion Starter #12
Scorpius said:
They're actually making one? Won't we need serious engine mods for a SC to work?
think we just have to move/get a smaller battery
 

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KingsFanPaul said:
anyone know if the accord one will fit a first gen 3.0? or at least be custom made to fit or something?

they say there are problems w/ clearance, if thats w/ the front bumper or hood i don't know. It's not worth the 5K though, i've been running a 60 shot of nitrous w/ no problem for 400$
 

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n2oJunkie said:



they say there are problems w/ clearance, if thats w/ the front bumper or hood i don't know. It's not worth the 5K though, i've been running a 60 shot of nitrous w/ no problem for 400$
what brand are u using and what system u running? wet or dry?
 

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whats the difference between wet or dry? and which is recommended for the CL-S?
 

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X3.2clsX said:
whats the difference between wet or dry? and which is recommended for the CL-S?

I'd suggest dry
These are three basic types of nitrous systems: dry, wet, and direct port. The most misunderstood is the "dry" type of system. A "dry" nitrous system simply means that the fuel required to make additional power with nitrous will be introduced through the fuel injectors (remember, fuel makes power, nitrous simply lets you burn more of it). This keeps the upper intake dry of fuel. We accomplish this by two methods. First, is to increase the pressure to the injectors by applying nitrous pressure from the solenoid assembly when the system is activated. This causes an increase in fuel flow just like turning up the pressure on your garden hose from 1/2 to full. The second way we can add the required fuel is to increase the time the fuel injector stays on. This is accomplished by changing what the computer sees, basically tricking the computer into adding the required fuel. In either case, once the fuel has been added the nitrous can be introduced to burn the supplemental fuel and generate additional power.

The second type of nitrous kit is the "wet" style of kit. These kits include carburetor plate systems and add nitrous and fuel at the same time and place (normally 3-4" ahead of the throttle body for fuel injected applications or just under the carb as with plate systems). This type of system will make the upper intake wet with fuel. These systems are best used with intakes designed for wet flow and turbo/supercharged applications. The reason for this is the fact that fuel flows differently than air or nitrous. This difference in flow characteristics can lead to distribution problems and, in some cases, intake backfires. Intakes designed for wet flow (such as with carburetors) cause much less separation of the nitrous/air, and fuel. Because modern fuel injection intakes are designed to flow air only, they have tighter turns and a more compact design as a result. Thus, they generally do not make good candidates for wet flow nitrous systems.

The last type of system is the direct port system. Just as it's name implies, it introduces the nitrous and fuel directly into each intake port on an engine. These systems will normally add the nitrous and fuel together through a nozzle known as a Fogger nozzle. The fogger nozzle mixes and meters the nitrous and fuel delivered to each cylinder. This is the most powerful and one of the most accurate type of systems. This is due to the placement of the nozzle in each runner, as well as the ability to use more and higher capacity solenoid valves. A direct port system will have a distribution block and solenoid assembly which delivers the nitrous and fuel to the nozzles by way of connecting tubes. Because each cylinder has a specific nozzle and jetting (both nitrous and fuel), it is possible to control the nitrous/fuel ratio for one cylinder without changing that of the other cylinders. These systems are also one of the more complicated systems when installation is considered, as the intake must be drilled, tapped, and the "plumbing" made to clear any existing obstructions. Because of this and the high output of these systems, they are most often used on racing vehicles built for the strain of such high horsepower levels.
 

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You guys are NUTS to spend $5k on that thing!! For $5k, I'd go pick me up a nice, used sportbike...then your car will ALWAYS feel slow!!!:D
 
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