bills1985corvette

Has anyone had any experiance with the Powerdyne Complete Supercharger Kit (sold on ebay motors). I installed a supercharger kit on a 1991 Miata I had and it ran (and is still running) great after 65K miles. Considering one for my 1985 with 4+3.

tequilaboy

Being a CF member may entitle you to a slightly better deal than the ebay offer.

Check out this recent thread from the parts/wanted section:

http://forums.corvetteforum.com/show...ight=powerdyne

If you run a search on powerdyne in tech/performance and in the FI/Nitrous section you will find some information regarding some recent powerdyne installations (including mine).

Bensons86

Greg Pen was doing a bit of research on them at one point. Might shoot him a PM. I was also looking into it because the price it pretty good for what you get. I found a webpage that showed customer complaints for the unit. THey were extreme. There was probably 1 good report to 7 bad ones. Most of them were complaining about extremely poor customer service. But, that was back when a company was taking over power dyne and they were pretty much in turmoil. To me, thats no excuse for poor service, but still a fact none-the less. Oh, I should mention, it seemed that many of the head unit were breaking after 3 to 7k miles. Well, that's my two cents. Hope it helps.

GS4-LT1

I just checked the web site (Powerdyne) and I didn't see an application for Corvettes, I saw the offer of the mounting kit on the forum for L-98's. I am sure LT-1's would be different all together. Is there a mounting kit for LT-1 Vettes?

Bensons86

Supernatural-Performance has the l98 vette kit.

http://www.supernatural-performance....ger-p-603.html

But they have it on Ebay for $2500

DerrickC

The ad states through 91 L98 applications, is there a problem using a supercharger with a speed density L98 ? I know they are less forgiving for other significant mods, can the computer run air fuel corrections with the exisitng sensors?

D

tequilaboy

In either case (MAF or SD), the extra fuel must be provided for either via ecm tuning along with appropriate choice of fuel injectors or an FMU.

An upgraded fuel pump will be also be required.

The preferred route would be ecm tuning and larger injectors since this method will be more precise than using an FMU to simply increase the fuel pressure. The spark advance requirements can also be addressed in the ecm tune without requiring a separate boost retard device.

Both MAF and SD can work with forced induction, but for these cars, SD would offer a few advantages over MAF:

• Simplified installation. No need to package MAF in the inlet or discharge tubing
• Reduced airflow restriction if no MAF. Shouldn't be much of a problem in a blow through set-up.
• More precise tuning possible at the expected air flow rates after MAF flow limit of 255 gm/sec is exceeded.

Of course, a MAF car can also be tuned to run "MAfless" which overcomes a couple of the basic disadvantages of packaging a MAF, but this approach does not offer all of the tuning flexibility of SD.

In the future, I plan to experiment with a modern GM 3" digital MAF and MAF translator as used as an upgrade for Turbo Buicks. This will be done to take advantage of the improved packaging and greater flow measurement potential of the newer MAFs and to get around the current 255 gm/sec limitation.

Rescaling of the airflow in the ecm will also be necessary to take full advantage at the cost of reduced resolution.