Yep. slap a blower on her.

03.5 Sedan/B. Silver/Prem/Winter/Aero/Tint/Rims
69 Chevelle Hard Top BB/4.11's/Posi

 

this sounds very lucrative (spelling?) but what about the sedan does anyong have any idea if its going to be offered to us sedan guys?

 

Dude, if money ain't an issue - go with the Supercharger. Personally, I need to save a few G's (that's $$$ not the cars) before I take the plunge.

But I eagerly await all the posts on this Forum with the results from the ATI !!!

G35 6MT/DG/Fully Loaded

 

You can find some bottom end stuff for the G35 at www.sgpracing.com. Good Luck!

 

There are two kits available from ATI, ProCharger, one includes a high flow fuel pump & FMU (Fuel Management Unit) and the other one does not (tuner kit).

http://www.superchargersonline.com/p...er=A1NB212-SCI
http://www.superchargersonline.com/p...er=A1NB202-SCI

It looks like that when using the complete kit (with the high flow fuel pump & FMU) you are not changing injectors or anything and will not have to reprogram the ECU.
I am no expert, far from it, but from what I understand you are not changing the amount of time the fuel pump supplies fuel, you are only supplying more fuel in the same amount of time.

Here is some info from www.superchargersonline.com/. Check out their tech section.

http://www.superchargersonline.com/content.asp?id=84%20

“There are several methods used by various supercharger kit manufacturers to deliver supplemental fuel to the engine under boost. An FMU, or “Fuel Management Unit”, is the chief component used for one of these methods. An FMU is often referred to as a boost-dependant fuel pressure regulator. The FMU is essentially a variable fuel-pressure regulator that automatically raises fuel pressure as boost rises.

Depending on the capabilities of the stock fuel pump, a booster pump may be used in conjunction with the FMU. The FMU is downstream (after) of the stock regulator. As boost pressure begins to rise, the FMU starts restricting the flow of fuel returning to the gas tank. Like a garden hose, if the flow is restricted, the pressure increases. The increase in restriction results in an increase in the pressure of the fuel being delivered to the factory fuel injectors. Higher fuel rail pressure enables the fuel injectors to deliver more fuel in the same amount of time than they do at the static stock fuel pressure.

The FMU is calibrated precisely for each supercharger system - a rise in fuel pressure equals a directly proportional rise in boost. The ingenious simplicity of the system means that no computer recalibration is required. Without the FMU, the stock fuel system would not be able to maintain an air-to-fuel ratio low enough to prevent a lean condition. FMU-based systems are the most popular with supercharger kit manufactures.

On most supercharger systems, booster pumps are not needed unless the supercharger kit manufacture determines (through testing) that the stock fuel pump is not able to provide enough volume to supply both the factory and auxiliary injectors. These kits do not require recalibration of the factory computer.”

Superchargers 101 - Introduction to Superchargers
http://www.superchargersonline.com/content.asp?id=15

“Many people assume that running a supercharger, and hence added intake boost, puts added strain on an engine's engine parts. This is not necessarily true, because engine damage is almost always caused by RPM. Because a supercharger helps the engine produce more power at lower RPM, supercharged engines will make the same horsepower as their naturally aspirated counterparts at substantially lower engine RPM, where today's street engines are designed to run (around 6000 RPM). Another concern some people have towards using a supercharger is that they think it will increase the engine's compression to the point that it will cause detonation inside the combustion chamber. Detonation exists when the combustion pressure is raised so high that the inlet charge ignites itself before the spark plug fires. When this happens, combustion takes place while the piston is still traveling up in the cylinder bore, which puts tremendous loads on the piston, rod, and crank. While it is true that a supercharged engine creates boost and increases the engine's compression, most supercharger kits include a boost timing retard chip that retards the engine's ignition timing under certain conditions to prevent detonation. With some kits, detonation is not a concern, in which case the kit will not include a boost timing retard chip.”

 

There is one problem with what you read at their site and unfortunately does not apply to the "G", since we have a returnless fuel system. This means there is no return line back to the tank that we can place a boost sensitive FPR to increase the fuel when boost comes in.
Most new car are like this now and aftermarket manufacturers are having to come up with other more involved solutions to supply the extra fuel needed. On some newer cars the ESM is smart and quick enough to compensate fro the extra fuel requirements but I don't know if the "G" is one of them. I don't think so tho since the TechnoSquare people are finding out that the ECM like to try and revert back to the preprogrammed maps from Nissan.
How ATI is supplying the extra fuel I don't know, so can some one fill us in, I feel lazy to do the research right now.[img]/w3timages/icons/cool.gif[/img] You are correct from their explanation of 'their' FMU, but on the site it is not clear on how they do it on the "G". BTW, there are 2 Fuel Pressure Regulators on the "G", one for each bank.

<P ID="edit"><FONT class="small"><EM>Edited by merlin on 06/26/03 04:09 PM.</EM></FONT></P>

 

Dentonation isn't the only concern. You also have to consider whether or not the stock piston rings can withstand the added compression.

I've seen many times naturally-aspirated cars get turbo or supercharger kits slapped on only to blow their rings in 1-3 months time even at low boost.

-----------------------
G35-Forum.com

 

Anyone know if the air-air intercooler mentioned on that site is a front mount intercooler?

-----------------------
G35-Forum.com

 

For the "basic 7psi" kit a 2-core A-A intercooler mounts to the "front driver side of the radiator". They told me by phone that "no sheetmetal alteration was required". We'll see how true this is?

For the "tuner" kit, some may find that a higher capacity 3-core intercooler is needed to better support higher boost (>7psi). That route would most likely require sheetmetal alteration and a 3-core intercooler is not part of the default kit.

 

i have one on order through the z group buy...
delivery is delayed though...

 

Correct me if I'm wrong but aren't they saying NOPW there are some fitment problems or something like that.........like not enough R&D involved? Or did I misunderstand the my350z.com post? Sound like some peeps were ticked.

"Use the Forced Induction Luke!"
-Jedi
2003 G35C, 6MT, Navi, Black Obsidian/Graphite

 

Here's a good explaination on returnless fuel system and how it could complicates tuning the car for any power adder...

The Celica, the Matrix and most cars introduced in the last two or three years use constant-pressure returnless fuel systems. A few years ago, all fuel systems had a return line, so a bunch of fuel was pumped up into the fuel rail, some was injected into the engine, and the rest was sent back to the tank to try again.

Fuel pressure in these systems was simply regulated by restricting the flow of the return line. The more you restrict the return, the more pressure builds up in the rail. Fuel pressure would also change as you drove, always staying constant relative to the pressure or vacuum inside the intake manifold. This design makes it easy to increase fuel flow through the injectors by adding another restriction to the return line--the rising rate fuel pressure regulator--which would increase fuel pressure even more when the manifold was boosted.

With the new, returnless systems, however, there's no return line to restrict and fuel pressure doesn't change with manifold pressure any more. The regulator controlling fuel pressure is all the way back in the fuel tank, and there's no easy way to make it change with boost. In order to use a rising rate regulator, XS had to convert to an old-style manifold referenced return line system. The complications don't stop there, either. Even with a re-routed fuel system, the ECU still thinks the fuel pressure will be constant, so the entire fuel calibration, even off boost, is wrong with the new system.