THR procharger stage 2 kit for 2000 gt

thanks for all the help from everyone who replied You defently had me 50/50 between the Vortec and the procharger. Well finnally decided and I went with the procharger with the Upgrade to the D-1 and the 3 core intercooler. The kit came with 42lbs injectors and the tune which now I have to look for a good dyno shop now near ft. Bragg anybody know one?

04YELLOWGT said:

Well as long as your happy with what you got thats all that matters. Maker sure to post picks and dyno numbers when your done. Also did you buy it from the THR place, and what was the final price if you dont mind me asking?

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I did get It from THR the final price was $4552 out the door shipping and everything. Dyno #s and Pics will have to wait till I go on leave in a few months they are holding my kit there till I come home to install it. They are going to ship it about a week before I go on leave so It should be at my door when I am. I will do a full pic install thread then as well as dyno #'s.

Heratik said:

You might want to consider upgrading the fuel pump if the kit didn't come with one.

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The kit comes with a 255 lbs in tank pump + I bought my buddies 04 cobra fuel system for $300 with everything the lines, Tank, pumps and all.

ctstanger said:

Wha?!?! Us helicopter Engineers are never wrong! It's the Drafting and Manufacturing guys that misinterpret us! crapola
Late to the post I know, but how often does helicopter engineering come up???

Tough to compare military helicopters to commercial automobiles since military engines are held to much much more rigid specs. I.E. they could, and probaby are, designed to go several intervals without oil changes and show no wear etc.. So maybe a car going 50k between oil changes may require tailored oil.

Or, and pobably more so the case, the helicopters were designed a long long time ago with the latest oil available then and probably also the most experience/proven military grade of the time (so even older). And it would take and act of g0d to change the fleet to something new, especially when nothing is broken and cheaper to leave it as is. Where cars have new super duper 100% wiz bang synthetic stuff yearly.

And not just saying that cuz I'm also a Vortech guy...

Good luck on the procharger though! You'll love being S/C either way!

If I were to do it again, I would do anything MPH too...

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I used my case in point as superchargers are similar to helicopter turbine engines (at least the first stage induction)and use the same princible design as far as bearings, gear sets, oil jets things of that nature alot of aviation engineering found its way into the automotive aftermarket especially in superchargers and turbochargers.

As far as engineers go hey I am the first to admit I am human and I make mistakes in aviation if you dont admit you did soemthing wrong someone could die. when I see something that can be improved upon to maybe make life a little easier or make something work I let people know about it. Case in point since this whole war in Iraq kicked off they are constintly comming up with new systems that go in my helicopter and we have to do these modifications in the feild. Well they dont always cooperate with the rest of the systems in the helicopter so we come up with a fix send it back to the engineers have them go over it and let us know, and on occasion they change there design. Or a new kind of system or mod comes out and We notice that the hardware will not stand the test of time so we send photos and specs on the hardware we want to use and they let us know. Its usually fixed or changed that day.

As far as oils go our helicoptors use full synthetic oils specifically designed to run at high temperatures and high RPM. its a lower weight oil and is very similar as far as viscosity goes to transmission fluid in cars. So thats one of the reasons I was so leary about using regular weight oil in a supercharger another was the tolerances on bearings and gearsets in a supercharger are alot closer than the tolerances on a SOHC motor They have to be when they spin at such a high RPM.

so when the normal weight of engine oil goes through the supercharger it cannot sufficiantly lubricate those bearings after the detergent in the oil breaks downs from the added heat and friction that the supercharger puts out. Not saying thats a bad thing I would just recomend changing your oil more regularly

One example of how tight the tolerances are is the impellor blades on superchargers. the tolerances of the impellor blades are so tight that an aluminum coating is added to the inside of the inlet housing on the supercharger. when the impellor blade enters the housing the sides of the impellor blade actually touch the housing so that when its intitially started the impellor spins and physically scrapes the aluminum coating off the sides of the impellor creating a tolerance so close between the impellor and the side of the housing that you couldn't slide a hair through it They do this so as to not loose any power from are getting inbetween the blades they do the same thing with a helicopter turbine engine. With that kind of tolerance I would use a different oil or change more frequently as I do not want the impellors to float in the housing because the bearings are worn from lack of proper lubrication.

Sorry for the long reply i am known over here for my long lectures

ctstanger said:

I like hearing it all! I especially like to soak up all the field input I can get like a sponge, to design things better the next time! It's the best!

Course nowadays I do commercial jet engines, but rpms and tolerances are just as fast and tight!.

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:OT: I am guessing from your name that you may be either a sikorsky guy or a pratt and whitney guy. I grew up in connecticut one of my buddies used to work at praxair covering impellor blades with a plasma type coating. Anytime you would like to know how something works out in the feild I would be glad to help am a Technical Inspector that deals with all of the systems in the Kiowwa Warrior the army version of the Bell 407 its basically a bell 206 with componants from a 407. I also have worked with blackhawks, chinnoks, apaches, OH-6, you can pretty much name it I have messed with it at some point in time so I know alot of the maintenance issues they have and have helped scrape some of them off the desert floor when things don't go according to plan. So ifs theres something you want to know how it works out in the feild in aviaition we are usually at the forfront of design testing that ends up in commercial applications. especially when theirs a civilian model like the blackhawk chinnok and kiowwa

ctstanger said:

Right on both account! I was with Sirkosrky working the "Comanche" (which was later CANCELLED ), but now at PW.

Sounds good, I'll keep that in mind!

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They were suppose to change my helicopter out with the Commanche I was pretty mad when I learned they cancelled it My buddie Allen got laid off from Siirkosrky after that. They told us that Corrosion is what killed the comanche the composite material was highly corrosive with regular hardware so they had to use titanium hardware $$$$ because it was the only material on the chart that wasnt as corrosive with the composites. I was looking forward to working on that airframe. Alot of great ideas came from that platform though and alot of good lessons too. I had a look at the ducted fan tail rotor system when I was going to school in virginia they had just got it back from the firing range to test how battle damage would effect it. I was certainly impressed and came away with some excellant composite repair education.