People seem to be talking more about the ATI and Magnusson SC's.
After reading through history I get the impression the ATI is geared
more towards pro tuners and install shops and the Vortech is better
for self install.

I would love to hear some pros and cons for both, anyone? I'm thinking about doing a winter project while the car's out of commision anyway...

Thanks!


:cheers:

 

My suggestion is to lob a call into Andy and he will give you an honest unbiased opinion. He has actual real-time experience with the ATI & Vortech.

http://www.aandacorvette.com/

 

Andy has my car as we speak. He was supposed to only do a head and cam job but when I dropped my car off on Saturday decided to get the Vortech as well.

Andy loves the Vortech and I trust his judgement. I will post my findings once I get my car back next week!

:cheers:

 

Congrats and good luck! Can't wait to hear how it goes...

Andy was kind enough to get back to me with his opinions. The Vortech is sounding like the way to go at this point. Does anyone have any couter-points that could sway my decision?

:cheers:

 

i just talked to andy over the phone he is very helpful and very impressed with the vortech setup i was leaning toward the cerra turbo but now am more cofused then ever...

 

Simple, just buy another Vette and then try both!! :crazy: :crazy:

:lol: :lol:
:cheers:

 

What's an average cost of a do it yourself Vortech kit?

 

Jeff,
LAPD and TBYRNE both have a sale right now on the Vortech.
E-mail them for their price.
I am also interested in this system but I am not impressed with the dyno I saw of it on a Z06. Peak numbers were good but area under the curve bad.
Dave

 

I've been away from the forum for awhile, Vortech makes an s/c for the vette now? or do you still have to make your own pluming.

 

The air/air intercooler of the ATI is gonna be more efficient than the air/water intercooler that the Vortech uses.

 

Comes with all the plumbing as far as I know...do a search on my name, I recently posted some pictures of the install "in-progress" that Andy from A&A Corvettes is doing on my new Coupe.

:cheers:

 

The vortech system uses an aftercooler.... :yesnod:

 

I think Vortech is a far superior company than ATI. Vortech has been leading the industry with research and design of superchargers.

 

Take a look over hear. You may change your opionion...

http://www.superchargersonline.com/t...sp?RecordID=20

:cheers:

 

Fella's, I'm real happy with my Vortech,and I was able to install it myself.
Have read a lot of bad press on the ATI,may or may not been true.

 

If someone wants to be sure, it's not too hard to measure the before and after air temps of the ATI intercoolers vs. the Vortech Aftercooler. Maybe Andy someday when he gets time. Both work.

 

The ATI claim about efficiency shouldn't be the definitive connection for air-air IC and lower charge air temperatures. In an analogy let's say widget "A" is 90% power efficient and widget "B" is 80% power efficient. However widget B is coping with 1000 watts of perfomance where widget A is dealing with 500 watts of performance. The less efficient widget B still has a higher net.

In a belt driven S/C setup, you pay more dearly for intake pressure losses than in a turbo. So one has to be especially careful with reducing intake pressure losses as much as possible since it has a direct correlation with parastic losses for the given airflow rate delivered. Ideally a positive displacement type blower sandwiching an intercooler with the intake manifold offers the most ideal setup from this argument since there is no additional plumbing and which is PARTLY why such a setup is used so frequently in the OEM arena. Certainly an air-air unit would be inconceivable with the aforementioned configuration. With the next best solution one could devise a centrifugal belt-driven s/c unit very close to the water-air aftercooler and then direct the airflow right to the throttle body for minimal plumbing. Water can then carry the heat to a remote heat exchanger in the path of good crossflow. Now for an air-air IC to work properly it must be well located and often with today's underhood car layouts that entails a long and meandering path to the front or near front mount IC(s) along with a long and meandering path back up to the throttle body. This spells high parastic losses for given airflow driven that has to be made up for with high compressor rpms (and stronger impeller blade designs), greater noise levels, etc. for decent net brake outputs.

Now turbo cars can afford this since they capture the exergy (esoteric term roughly stating useful energy that can be reused) or in other words access the temperature and pressure from the exhaust stream to deliver airflow. Hence in the cost/reliability/complexity balance an air-air unit devoid of external water pumps tip toward design favorability. Reduction of plumbing is still important from the standpoint of response but it's not critical as in a belt-driven s/c application. :steering:



[Modified by STAGED, 10:30 PM 12/22/2002]