Fasterproms Ported Superchargers....Results inside
09-30-2012, 11:21 PM
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Fasterproms Ported Superchargers....Results inside Hey guys we have been really busy doing some development on the TVS superchargers for the last few months. After numerous configurations and a boatload of real world street testing and MANY dyno sessions we are making some very serious REAL gains. We are averaging well over 40RWHP and 40RWTQ.
The design of the LSA and the LS9 blowers is much more efficient than that of earlier models. However, due to the constraints of space and emission controls there are compromises in airflow to and from the blower.
1.) In the first picture please note (SNOUT entry) the obstructions into the main flow of air. These protrusions or bosses can be diminished or completely eliminated. From our background in porting intake manifolds, Throttle bodies (YES LSA AND LS9), and cylinder heads we know what and how to address these issues without any compromise in drive ability or longevity.
2.) In the second picture we see the rear of the snout and how much material was removed. These blowers move a lot of air and many minute things that interfere with flow are magnified at these high flow volumes. For example in this picture look at the shaft that drives the rotors. The "shaft "rotor has significantly less area than the other. We have opened up the other side about as much as you can without going through. (Which we have on a few occasions finding the limitations) One can see that there is much more volume in the plenum leading to the rotors....A larger and better flowing air reservoir is less likely to deplete under heavy load. Also note the walls and how much thinner they are, we are truly optimizing this to the point of which redesigning would be the only way to make it better as in aftermarket blower etc.
We have tested some very well known
3.) This is the continuation of the Plenum that is the blower case. This area houses the rotors. We need this to PORT match the snout. We have a template that allows us to match up the snout to the case. Again I mention the walls and look at the areas deeper within the case as to what has been removed and smoothed.
SIDE NOTE-In regards to porting the snout without matching to the case, though a severe mismatch it would still FLOW more and gain power. It would less of a bottle neck than if left alone to match to the STOCK case entry. It would be optimal to do both at the same time. Besides who wants to port it twice to match up to the new case entry.
4.) Here we have some areas that can use some attention. One does not have to be an aerodynamicist to see that the step design on the top and bottom of the injector housing is not the most conducive to high velocity best gross airflow. We reshape this to resemble a torpedo or airplane fuel tank. Not shown here are many other small obstructions at the base of the port that inhibit flow at the bottom of the area where the port "funnels" in. When our porting is complete and its time for tuning and test driving, the first and most noticeable thing is how much quicker the car goes into boost and how much more torque is on the bottom end. The next thing is how much more top end the vehicle has.
5.) The bottom of the injector housing is nearly the same as the top. In factory trim the air is designed to "funnel" in through some not-so-smooth transitions. We cut well over a bucket and a half (of the 5 gallon variety) in aluminum shavings to aid in airflow and smooth that transition into the cylinder head port. We have a machining process that allows us remove more material in less time than others which in turn cuts on our turnaround time and allows us to bring the most to the table.
6.) Here is a before and after dyno of the blower case ONLY. We have already tested it with the ported snout on it, gained over 15RWHP. Dyno tach signal was messed up so its in MPH. This is a 3K rpm to 6.7K rpm pull. It gains over
A few more appealing things about this modification is that it is hidden and does not wave any RED FLAG about modification. We have noticed about 6-12deg F drop in air temp inside the blower during the same weather conditions. This would in essence mean better thermal efficiency. Whenever you take about 4-5lbs of aluminum out of the case (heat sink) it makes sense. The vehicles go into boost so much faster and make much more bottom end as well as top end power. They carry the power longer in the rpm range with less heat.
With our latest design on the last 3 vehicles all CTSVs: The first dropped .4-.5sec in the 1/4 mi and gained 4mph. The second gained between 30-45RWHP across the curve and over 40RWTQ across the curve, with no other modification.
The 3rd had a 2.55 pulley, Corsas, ported snout, and tune from a very well known vendor. Baselined at 520RWHP 490RWTQ. We reported the snout took about a 1.5lbs of alum out of it, ported the blower another -4lbs er so, put 850cc inj in there and retuned it and it redynoed at 589RWHP and about 570RWTQ with no headers and stk cats all in 90deg F florida weather.
We are in the final stages of setting pricing but should be in the area of $1500-1800 for a ported Throttle body, Ported snout, and fully ported and assembled case with Isolator, SHIPPED 70lbs.
We look to have that finalized within a few days. Our turnaround time for a blower sent to us in the Tampa area should take no longer than 4-5days.
WE have many other dyno comparisons and before and after pictures that we will post as time permits. Gathering this alone has been weeks.
We are very busy with other projects and many times dont have time reply as promptly as many would like but we do our best
Thank you for reading
Jeremy Formato of Fasterproms
The design of the LSA and the LS9 blowers is much more efficient than that of earlier models. However, due to the constraints of space and emission controls there are compromises in airflow to and from the blower.
1.) In the first picture please note (SNOUT entry) the obstructions into the main flow of air. These protrusions or bosses can be diminished or completely eliminated. From our background in porting intake manifolds, Throttle bodies (YES LSA AND LS9), and cylinder heads we know what and how to address these issues without any compromise in drive ability or longevity.
2.) In the second picture we see the rear of the snout and how much material was removed. These blowers move a lot of air and many minute things that interfere with flow are magnified at these high flow volumes. For example in this picture look at the shaft that drives the rotors. The "shaft "rotor has significantly less area than the other. We have opened up the other side about as much as you can without going through. (Which we have on a few occasions finding the limitations) One can see that there is much more volume in the plenum leading to the rotors....A larger and better flowing air reservoir is less likely to deplete under heavy load. Also note the walls and how much thinner they are, we are truly optimizing this to the point of which redesigning would be the only way to make it better as in aftermarket blower etc.
We have tested some very well known
3.) This is the continuation of the Plenum that is the blower case. This area houses the rotors. We need this to PORT match the snout. We have a template that allows us to match up the snout to the case. Again I mention the walls and look at the areas deeper within the case as to what has been removed and smoothed.
SIDE NOTE-In regards to porting the snout without matching to the case, though a severe mismatch it would still FLOW more and gain power. It would less of a bottle neck than if left alone to match to the STOCK case entry. It would be optimal to do both at the same time. Besides who wants to port it twice to match up to the new case entry.
4.) Here we have some areas that can use some attention. One does not have to be an aerodynamicist to see that the step design on the top and bottom of the injector housing is not the most conducive to high velocity best gross airflow. We reshape this to resemble a torpedo or airplane fuel tank. Not shown here are many other small obstructions at the base of the port that inhibit flow at the bottom of the area where the port "funnels" in. When our porting is complete and its time for tuning and test driving, the first and most noticeable thing is how much quicker the car goes into boost and how much more torque is on the bottom end. The next thing is how much more top end the vehicle has.
5.) The bottom of the injector housing is nearly the same as the top. In factory trim the air is designed to "funnel" in through some not-so-smooth transitions. We cut well over a bucket and a half (of the 5 gallon variety) in aluminum shavings to aid in airflow and smooth that transition into the cylinder head port. We have a machining process that allows us remove more material in less time than others which in turn cuts on our turnaround time and allows us to bring the most to the table.
6.) Here is a before and after dyno of the blower case ONLY. We have already tested it with the ported snout on it, gained over 15RWHP. Dyno tach signal was messed up so its in MPH. This is a 3K rpm to 6.7K rpm pull. It gains over
A few more appealing things about this modification is that it is hidden and does not wave any RED FLAG about modification. We have noticed about 6-12deg F drop in air temp inside the blower during the same weather conditions. This would in essence mean better thermal efficiency. Whenever you take about 4-5lbs of aluminum out of the case (heat sink) it makes sense. The vehicles go into boost so much faster and make much more bottom end as well as top end power. They carry the power longer in the rpm range with less heat.
With our latest design on the last 3 vehicles all CTSVs: The first dropped .4-.5sec in the 1/4 mi and gained 4mph. The second gained between 30-45RWHP across the curve and over 40RWTQ across the curve, with no other modification.
The 3rd had a 2.55 pulley, Corsas, ported snout, and tune from a very well known vendor. Baselined at 520RWHP 490RWTQ. We reported the snout took about a 1.5lbs of alum out of it, ported the blower another -4lbs er so, put 850cc inj in there and retuned it and it redynoed at 589RWHP and about 570RWTQ with no headers and stk cats all in 90deg F florida weather.
We are in the final stages of setting pricing but should be in the area of $1500-1800 for a ported Throttle body, Ported snout, and fully ported and assembled case with Isolator, SHIPPED 70lbs.
We look to have that finalized within a few days. Our turnaround time for a blower sent to us in the Tampa area should take no longer than 4-5days.
WE have many other dyno comparisons and before and after pictures that we will post as time permits. Gathering this alone has been weeks.
We are very busy with other projects and many times dont have time reply as promptly as many would like but we do our best
Thank you for reading
Jeremy Formato of Fasterproms
Could def be part of a nice sleeper package for someone looking for that little extra out on the street with one of these blowers.
10-09-2012, 09:25 PM
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Just wanted to update you guys on a few odds and ends. We are getting things moving more quickly and getting more streamlined day by day. Many people ask about snouts that are already ported by one company or another if there is anything that can be done.....I would like to reiterate that in all that we do we would like to bring the most to the table for the dollar. Here is a pic of an aftermarket ZR1 snout that had some light porting. We just got in a customers snout that had been ported and then touched up again and the debris pile was just a bit smaller than this one. This is also before hand porting and sanding which will leave a bit more material on top of this.
We also are offering a 102mm snout pictured here
We are finalizing our LS9 program and getting everything as aggressive as possible. We have a few LS9 builds coming up with some good boost on good fuel
Looking forward to posting some numbers.
Thank you guys for looking.
Jeremy Formato
We also are offering a 102mm snout pictured here
We are finalizing our LS9 program and getting everything as aggressive as possible. We have a few LS9 builds coming up with some good boost on good fuel
Looking forward to posting some numbers.
Thank you guys for looking.
Jeremy Formato
10-17-2012, 05:33 PM
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Just finished a 09 zr1. We did a full bolt-on package:
-LPE CAI and snout, isolater
-Fasterproms ported TB, reported snout and supercharger
-1000CC injectors and E85
-LG 1 7/8" Headers Catless
-ATI OD pulley 14%
-2.6 Upper Pulley
-Custom Dyno Tune, which can be seen here:
-Shifter and clutch mods, which can be found here:
http://forums.corvetteforum.com/c6-t...ur-clutch.html
We took out about another pound of material on the after market snout in order to match up to our very aggressively ported blower. The blower alone took out about 5 pounds of material.
We Dynoed the car on two different boost settings. The initial combo was with 21 psi at 3k RPM which trailed off to 19.5 on top and it put down 697/705-running out of fuel. Went back the next day and went to the 2.6 pulley as opposed to 2.35 pulley and it made 680RWHP 690RWTQ with 17.5 psi to 16.5 on top. This illustrates the efficiency of the blower at 19 pounds we knew we would be outside of its peak efficiency. On the 16 psi setting, we did a 40-140 MPH street pull and air temperature maxed out at 147 degrees (IAT2 gained plus 30 Deg F) at 80 ambient. THIS CAR IS AN ABSOLUTE MONSTER! Drives just like stock until you get on it. Definitely one of the most enjoyable cars, we have built.
We have a shop car HnC C6 Z06 585/535 and its rather quick, bottom 10 car at about 135 MPH. This car has so much torque on the bottom end it could be in 5th gear while the Z06 would be in 3rd.
We are currently putting together a bolt on snout, pulley, tune package for your ZR1.
We have many parts instock and can turn around ported blowers in about 4 days.
Please feel free to contact Jeremy Formato on his cell at (813)495-8778.
-LPE CAI and snout, isolater
-Fasterproms ported TB, reported snout and supercharger
-1000CC injectors and E85
-LG 1 7/8" Headers Catless
-ATI OD pulley 14%
-2.6 Upper Pulley
-Custom Dyno Tune, which can be seen here:
http://forums.corvetteforum.com/c6-t...ur-clutch.html
We took out about another pound of material on the after market snout in order to match up to our very aggressively ported blower. The blower alone took out about 5 pounds of material.
We Dynoed the car on two different boost settings. The initial combo was with 21 psi at 3k RPM which trailed off to 19.5 on top and it put down 697/705-running out of fuel. Went back the next day and went to the 2.6 pulley as opposed to 2.35 pulley and it made 680RWHP 690RWTQ with 17.5 psi to 16.5 on top. This illustrates the efficiency of the blower at 19 pounds we knew we would be outside of its peak efficiency. On the 16 psi setting, we did a 40-140 MPH street pull and air temperature maxed out at 147 degrees (IAT2 gained plus 30 Deg F) at 80 ambient. THIS CAR IS AN ABSOLUTE MONSTER! Drives just like stock until you get on it. Definitely one of the most enjoyable cars, we have built.
We have a shop car HnC C6 Z06 585/535 and its rather quick, bottom 10 car at about 135 MPH. This car has so much torque on the bottom end it could be in 5th gear while the Z06 would be in 3rd.
We are currently putting together a bolt on snout, pulley, tune package for your ZR1.
We have many parts instock and can turn around ported blowers in about 4 days.
Please feel free to contact Jeremy Formato on his cell at (813)495-8778.
05-15-2013, 05:07 PM
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If we get too thin we weld it!
Been kinda dormant on the boards, been very busy though so much so that I haven't been able to answer all my emails and phone calls or get online much. We just made a new fixture for porting the front of the case that allows us to take EVEN MORE material out, evenly, and in less time. IF you need me CALL MY CELL 813-495-8778 9am-9PM EST. We have been averaging over 50RWHP with the LSAs and about 33RWHP with the LS9s WITHOUT A PULLEY CHANGE. We did do some stuff with the Eforce but not A-B testing.
I cannot emphasize enough about the efficiency factor here as the blower is less of a heat sink when ported and there is much less restriction so the air speed is greater and has less time to heat up. We have had a number of guys running really good ETs (low 10's with stk heads and cam in CTSVs) and dynoing real well with our ported blowers(600+RWHP on avg).
Thank you
Jeremy Formato
Been kinda dormant on the boards, been very busy though so much so that I haven't been able to answer all my emails and phone calls or get online much. We just made a new fixture for porting the front of the case that allows us to take EVEN MORE material out, evenly, and in less time. IF you need me CALL MY CELL 813-495-8778 9am-9PM EST. We have been averaging over 50RWHP with the LSAs and about 33RWHP with the LS9s WITHOUT A PULLEY CHANGE. We did do some stuff with the Eforce but not A-B testing.
I cannot emphasize enough about the efficiency factor here as the blower is less of a heat sink when ported and there is much less restriction so the air speed is greater and has less time to heat up. We have had a number of guys running really good ETs (low 10's with stk heads and cam in CTSVs) and dynoing real well with our ported blowers(600+RWHP on avg).
Thank you
Jeremy Formato
