Vortech V2 Vs. V3
01-02-2009, 03:27 PM
#1
Racer
Thread Starter
Vortech V2 Vs. V3
Which system is preferred by you guys and why? I wanted to go V3 to avoid tapping into the oil system, but have heard the V2 is a cleaner way to go. Comments? Disregard....I just found a recent Post with results I'm looking for...I think I'm going with a V2.
Last edited by rectifyer2000; 01-02-2009 at 03:52 PM. Reason: Found another post with results
01-02-2009, 04:23 PM
#2
Melting Slicks
Member Since: Sep 2004
Location: Union City CA
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They came out with the V3 for ease of installation. I call Vortech to ask about it and the engineer basically told me they prefer to have 6 quarts of oil circulating through out the supercharger vs 6 oz of oil that stays in the supercharger. The 6 quarts of oil will give you a lower temp however the V3 will be easier to install since it does not involve taping the oil pan.
01-02-2009, 04:33 PM
#3
01-02-2009, 05:27 PM
#4
They came out with the V3 for ease of installation. I call Vortech to ask about it and the engineer basically told me they prefer to have 6 quarts of oil circulating through out the supercharger vs 6 oz of oil that stays in the supercharger. The 6 quarts of oil will give you a lower temp however the V3 will be easier to install since it does not involve taping the oil pan.
Steve
01-02-2009, 06:07 PM
#5
Team Owner
1. Engine oil is full of contaminits you don't need in you head unit!
2. The V-3 runs cooler! Than the V-2 As verifed if you read the post
3. V-3 uses a better oil for your blower than motor oil.
4. Maintenance is a two minutes job!
5. Tapping your pan can introduce shavings with more possible leaks.
6. Blower gets possible metal possibly ruining it if you blow your engine.
7. V-3 Install is easy, tapping the pan for the V-2 is the worst part on a C-6. plus easy to uninstall
ask Power-labs.
V-3 for me. opinions vary!
01-02-2009, 08:17 PM
#6
Former Vendor
01-02-2009, 08:31 PM
#7
Team Owner
They came out with the V3 for ease of installation. I call Vortech to ask about it and the engineer basically told me they prefer to have 6 quarts of oil circulating through out the supercharger vs 6 oz of oil that stays in the supercharger. The 6 quarts of oil will give you a lower temp however the V3 will be easier to install since it does not involve taping the oil pan.
01-02-2009, 09:19 PM
#8
Le Mans Master
Member Since: Oct 2007
Location: Greater Detroit Metro MI, when I'm not travelling.
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You can hit 1 for ordering and the "2" or "3" for a technician/engineer... The one I spoke with was very knowledgeable; I was actually quite surprized.
01-03-2009, 01:07 AM
#9
Former Vendor
The long and the short of it is that you will be happy with either. Neither have any major draw backs and neither will have any ill effects on the life of the supercharger or your engine IF installed properly.
01-03-2009, 11:30 AM
#10
Melting Slicks
01-03-2009, 11:33 AM
#11
Safety Car
Member Since: Oct 2001
Location: Dallas/Valley Ranch TEXAS!!!
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very well put...
01-03-2009, 02:01 PM
#12
Burning Brakes
Info from Procharger:
Summary of 2004 Chevrolet Z06 Corvette Testing
Objective: Determine the operating temperature of the lubricating oil within a selfcontained automotive supercharger in various street driving conditions. Compare selfcontained lubricating oil operating temperature against engine oil operating temperature.
Description: A 2004 Chevrolet Corvette Z06 with ProCharger Stage II self-contained, intercooled supercharger system was driven through two street driving cycles. First, from a cold start the car was driven until warmed up then repeated wide open throttle acceleration runs were made (Figures 1 & 2). Next the car was parked for several hours
before being driven in a more conservative manner with 3 wide open throttle acceleration runs mixed in with steady freeway cruising (Figures 3 & 4). The vehicle was instrumented and an IO Tech Personal DAQ/56 USB data acquisition system and Vetronix Tech 2 diagnostic tester were used to observe and record the following parameters:
• Supercharger Inlet Temperature: Personal DAQ, K-type thermocouple inserted in the inlet tract of the supercharger.
• Supercharger Discharge Temperature: Personal DAQ, K-type thermocouple inserted in the discharge tube between the supercharger and the intercooler.
• Self-Contained Supercharger Oil Temperature: Personal DAQ, K-type
thermocouple inserted in the oil reservoir about ¼” offset from the slinger.
• Engine Oil Temperature: Tech 2, measured by the stock vehicle oil temperature sensor. This parameter is slightly different than ‘oil-fed supercharger oil temperature’ in that oil fed supercharger oil is taken from the engine oil and likely cools down 10oF - 15oF before being injected into the oil-fed supercharger.
• Engine Coolant Temperature: Tech 2, measured by the stock vehicle coolant temperature sensor.
• Vehicle Speed: Tech 2, measured by the stock vehicle speed sensor.
• Engine Speed: Tech 2, measured by the stock vehicle crank speed sensor.
Summary: Engine oil and self-contained supercharger oil start out at the same temperature and warm up at similar rates for the first 2 minutes from cold start. After 2 minutes the engine oil rapidly heats up to temperatures above 200oF while the selfcontained supercharger oil operates at temperatures between 105oF and 115oF (Figure 1).
Figure 1 also shows that the self-contained supercharger oil has reached a sort of equilibrium. Under high engine load the temperature increases and under low engine load the temperature decreases. This defines an operating temperature range for the selfcontained supercharger oil between 105oF and 115oF. The engine oil temperatures have not stabilized. Engine oil temperature rapidly increases under high load and holds steady or slowly increases under light load conditions. Thus the engine oil temperature has not reached equilibrium and its operating temperature is unknown but is well over 200oF. It should be noted that oil-fed superchargers typically use engine oil that has run through several feet of hose and this gives the oil an opportunity to cool down slightly before being injected into the oil-fed supercharger. Typically, a 10oF - 15oF drop in oil temperature is seen in an automotive application between the engine block and oil-fed
supercharger.
I copied this info from the porcharger link below. There are also charts in the link; especially note figure 3. Hope this helps.
Here's the link:
http://www.procharger.com/consumer_a...6_oil_temp.pdf
http://www.procharger.com/consumer_alert.shtml
Summary of 2004 Chevrolet Z06 Corvette Testing
Objective: Determine the operating temperature of the lubricating oil within a selfcontained automotive supercharger in various street driving conditions. Compare selfcontained lubricating oil operating temperature against engine oil operating temperature.
Description: A 2004 Chevrolet Corvette Z06 with ProCharger Stage II self-contained, intercooled supercharger system was driven through two street driving cycles. First, from a cold start the car was driven until warmed up then repeated wide open throttle acceleration runs were made (Figures 1 & 2). Next the car was parked for several hours
before being driven in a more conservative manner with 3 wide open throttle acceleration runs mixed in with steady freeway cruising (Figures 3 & 4). The vehicle was instrumented and an IO Tech Personal DAQ/56 USB data acquisition system and Vetronix Tech 2 diagnostic tester were used to observe and record the following parameters:
• Supercharger Inlet Temperature: Personal DAQ, K-type thermocouple inserted in the inlet tract of the supercharger.
• Supercharger Discharge Temperature: Personal DAQ, K-type thermocouple inserted in the discharge tube between the supercharger and the intercooler.
• Self-Contained Supercharger Oil Temperature: Personal DAQ, K-type
thermocouple inserted in the oil reservoir about ¼” offset from the slinger.
• Engine Oil Temperature: Tech 2, measured by the stock vehicle oil temperature sensor. This parameter is slightly different than ‘oil-fed supercharger oil temperature’ in that oil fed supercharger oil is taken from the engine oil and likely cools down 10oF - 15oF before being injected into the oil-fed supercharger.
• Engine Coolant Temperature: Tech 2, measured by the stock vehicle coolant temperature sensor.
• Vehicle Speed: Tech 2, measured by the stock vehicle speed sensor.
• Engine Speed: Tech 2, measured by the stock vehicle crank speed sensor.
Summary: Engine oil and self-contained supercharger oil start out at the same temperature and warm up at similar rates for the first 2 minutes from cold start. After 2 minutes the engine oil rapidly heats up to temperatures above 200oF while the selfcontained supercharger oil operates at temperatures between 105oF and 115oF (Figure 1).
Figure 1 also shows that the self-contained supercharger oil has reached a sort of equilibrium. Under high engine load the temperature increases and under low engine load the temperature decreases. This defines an operating temperature range for the selfcontained supercharger oil between 105oF and 115oF. The engine oil temperatures have not stabilized. Engine oil temperature rapidly increases under high load and holds steady or slowly increases under light load conditions. Thus the engine oil temperature has not reached equilibrium and its operating temperature is unknown but is well over 200oF. It should be noted that oil-fed superchargers typically use engine oil that has run through several feet of hose and this gives the oil an opportunity to cool down slightly before being injected into the oil-fed supercharger. Typically, a 10oF - 15oF drop in oil temperature is seen in an automotive application between the engine block and oil-fed
supercharger.
I copied this info from the porcharger link below. There are also charts in the link; especially note figure 3. Hope this helps.
Here's the link:
http://www.procharger.com/consumer_a...6_oil_temp.pdf
http://www.procharger.com/consumer_alert.shtml
01-04-2009, 12:54 AM
#13
Racer
Thread Starter
Info from Procharger:
Summary of 2004 Chevrolet Z06 Corvette Testing
Objective: Determine the operating temperature of the lubricating oil within a selfcontained automotive supercharger in various street driving conditions. Compare selfcontained lubricating oil operating temperature against engine oil operating temperature.
Description: A 2004 Chevrolet Corvette Z06 with ProCharger Stage II self-contained, intercooled supercharger system was driven through two street driving cycles. First, from a cold start the car was driven until warmed up then repeated wide open throttle acceleration runs were made (Figures 1 & 2). Next the car was parked for several hours
before being driven in a more conservative manner with 3 wide open throttle acceleration runs mixed in with steady freeway cruising (Figures 3 & 4). The vehicle was instrumented and an IO Tech Personal DAQ/56 USB data acquisition system and Vetronix Tech 2 diagnostic tester were used to observe and record the following parameters:
• Supercharger Inlet Temperature: Personal DAQ, K-type thermocouple inserted in the inlet tract of the supercharger.
• Supercharger Discharge Temperature: Personal DAQ, K-type thermocouple inserted in the discharge tube between the supercharger and the intercooler.
• Self-Contained Supercharger Oil Temperature: Personal DAQ, K-type
thermocouple inserted in the oil reservoir about ¼” offset from the slinger.
• Engine Oil Temperature: Tech 2, measured by the stock vehicle oil temperature sensor. This parameter is slightly different than ‘oil-fed supercharger oil temperature’ in that oil fed supercharger oil is taken from the engine oil and likely cools down 10oF - 15oF before being injected into the oil-fed supercharger.
• Engine Coolant Temperature: Tech 2, measured by the stock vehicle coolant temperature sensor.
• Vehicle Speed: Tech 2, measured by the stock vehicle speed sensor.
• Engine Speed: Tech 2, measured by the stock vehicle crank speed sensor.
Summary: Engine oil and self-contained supercharger oil start out at the same temperature and warm up at similar rates for the first 2 minutes from cold start. After 2 minutes the engine oil rapidly heats up to temperatures above 200oF while the selfcontained supercharger oil operates at temperatures between 105oF and 115oF (Figure 1).
Figure 1 also shows that the self-contained supercharger oil has reached a sort of equilibrium. Under high engine load the temperature increases and under low engine load the temperature decreases. This defines an operating temperature range for the selfcontained supercharger oil between 105oF and 115oF. The engine oil temperatures have not stabilized. Engine oil temperature rapidly increases under high load and holds steady or slowly increases under light load conditions. Thus the engine oil temperature has not reached equilibrium and its operating temperature is unknown but is well over 200oF. It should be noted that oil-fed superchargers typically use engine oil that has run through several feet of hose and this gives the oil an opportunity to cool down slightly before being injected into the oil-fed supercharger. Typically, a 10oF - 15oF drop in oil temperature is seen in an automotive application between the engine block and oil-fed
supercharger.
I copied this info from the porcharger link below. There are also charts in the link; especially note figure 3. Hope this helps.
Here's the link:
http://www.procharger.com/consumer_a...6_oil_temp.pdf
http://www.procharger.com/consumer_alert.shtml
Summary of 2004 Chevrolet Z06 Corvette Testing
Objective: Determine the operating temperature of the lubricating oil within a selfcontained automotive supercharger in various street driving conditions. Compare selfcontained lubricating oil operating temperature against engine oil operating temperature.
Description: A 2004 Chevrolet Corvette Z06 with ProCharger Stage II self-contained, intercooled supercharger system was driven through two street driving cycles. First, from a cold start the car was driven until warmed up then repeated wide open throttle acceleration runs were made (Figures 1 & 2). Next the car was parked for several hours
before being driven in a more conservative manner with 3 wide open throttle acceleration runs mixed in with steady freeway cruising (Figures 3 & 4). The vehicle was instrumented and an IO Tech Personal DAQ/56 USB data acquisition system and Vetronix Tech 2 diagnostic tester were used to observe and record the following parameters:
• Supercharger Inlet Temperature: Personal DAQ, K-type thermocouple inserted in the inlet tract of the supercharger.
• Supercharger Discharge Temperature: Personal DAQ, K-type thermocouple inserted in the discharge tube between the supercharger and the intercooler.
• Self-Contained Supercharger Oil Temperature: Personal DAQ, K-type
thermocouple inserted in the oil reservoir about ¼” offset from the slinger.
• Engine Oil Temperature: Tech 2, measured by the stock vehicle oil temperature sensor. This parameter is slightly different than ‘oil-fed supercharger oil temperature’ in that oil fed supercharger oil is taken from the engine oil and likely cools down 10oF - 15oF before being injected into the oil-fed supercharger.
• Engine Coolant Temperature: Tech 2, measured by the stock vehicle coolant temperature sensor.
• Vehicle Speed: Tech 2, measured by the stock vehicle speed sensor.
• Engine Speed: Tech 2, measured by the stock vehicle crank speed sensor.
Summary: Engine oil and self-contained supercharger oil start out at the same temperature and warm up at similar rates for the first 2 minutes from cold start. After 2 minutes the engine oil rapidly heats up to temperatures above 200oF while the selfcontained supercharger oil operates at temperatures between 105oF and 115oF (Figure 1).
Figure 1 also shows that the self-contained supercharger oil has reached a sort of equilibrium. Under high engine load the temperature increases and under low engine load the temperature decreases. This defines an operating temperature range for the selfcontained supercharger oil between 105oF and 115oF. The engine oil temperatures have not stabilized. Engine oil temperature rapidly increases under high load and holds steady or slowly increases under light load conditions. Thus the engine oil temperature has not reached equilibrium and its operating temperature is unknown but is well over 200oF. It should be noted that oil-fed superchargers typically use engine oil that has run through several feet of hose and this gives the oil an opportunity to cool down slightly before being injected into the oil-fed supercharger. Typically, a 10oF - 15oF drop in oil temperature is seen in an automotive application between the engine block and oil-fed
supercharger.
I copied this info from the porcharger link below. There are also charts in the link; especially note figure 3. Hope this helps.
Here's the link:
http://www.procharger.com/consumer_a...6_oil_temp.pdf
http://www.procharger.com/consumer_alert.shtml
01-04-2009, 08:43 AM
#14
Steve
01-04-2009, 11:48 AM
#16
Safety Car
They came out with the V3 for ease of installation. I call Vortech to ask about it and the engineer basically told me they prefer to have 6 quarts of oil circulating through out the supercharger vs 6 oz of oil that stays in the supercharger. The 6 quarts of oil will give you a lower temp however the V3 will be easier to install since it does not involve taping the oil pan.
01-04-2009, 12:45 PM
#17
Drifting
Do a search there is a huge post on it!
1. Engine oil is full of contaminits you don't need in you head unit!
2. The V-3 runs cooler! Than the V-2 As verifed if you read the post
3. V-3 uses a better oil for your blower than motor oil.
4. Maintenance is a two minutes job!
5. Tapping your pan can introduce shavings with more possible leaks.
6. Blower gets possible metal possibly ruining it if you blow your engine.
7. V-3 Install is easy, tapping the pan for the V-2 is the worst part on a C-6. plus easy to uninstall
ask Power-labs.
V-3 for me. opinions vary!
1. Engine oil is full of contaminits you don't need in you head unit!
2. The V-3 runs cooler! Than the V-2 As verifed if you read the post
3. V-3 uses a better oil for your blower than motor oil.
4. Maintenance is a two minutes job!
5. Tapping your pan can introduce shavings with more possible leaks.
6. Blower gets possible metal possibly ruining it if you blow your engine.
7. V-3 Install is easy, tapping the pan for the V-2 is the worst part on a C-6. plus easy to uninstall
ask Power-labs.
V-3 for me. opinions vary!
V3 for me
01-04-2009, 02:49 PM
#18
Burning Brakes
Do a search there is a huge post on it!
1. Engine oil is full of contaminits you don't need in you head unit!
2. The V-3 runs cooler! Than the V-2 As verifed if you read the post
3. V-3 uses a better oil for your blower than motor oil.
4. Maintenance is a two minutes job!
5. Tapping your pan can introduce shavings with more possible leaks.
6. Blower gets possible metal possibly ruining it if you blow your engine.
7. V-3 Install is easy, tapping the pan for the V-2 is the worst part on a C-6. plus easy to uninstall
ask Power-labs.
V-3 for me. opinions vary!
1. Engine oil is full of contaminits you don't need in you head unit!
2. The V-3 runs cooler! Than the V-2 As verifed if you read the post
3. V-3 uses a better oil for your blower than motor oil.
4. Maintenance is a two minutes job!
5. Tapping your pan can introduce shavings with more possible leaks.
6. Blower gets possible metal possibly ruining it if you blow your engine.
7. V-3 Install is easy, tapping the pan for the V-2 is the worst part on a C-6. plus easy to uninstall
ask Power-labs.
V-3 for me. opinions vary!
6a. Engine gets possible metal contamination if you blow your blower.
Thanks Mr. Big.
I have a V-2. V-3 self-contained wasn't available at the time.
Definitely a V-3 if had the choice.
01-04-2009, 03:35 PM
#19
Safety Car
Member Since: Sep 2007
Location: Los Alamitos California
Posts: 4,359
Likes: 0
Received 6 Likes
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6 Posts
St. Jude Donor '09
aTX427 found a different article with the same conclusion (engine oil runs hotter than self-contained SC oil) on the last page of this thread;
http://forums.corvetteforum.com/c6-f...-return-4.html
Article;
http://www.mustang50magazine.com/tec...ort_mafia.html
Self-contained would be my choice if I were shopping for a SC.
San
http://forums.corvetteforum.com/c6-f...-return-4.html
Article;
http://www.mustang50magazine.com/tec...ort_mafia.html
Self-contained would be my choice if I were shopping for a SC.
San
