Better than Ati?
How much?
Where can I check for updates on it? (main site)
how much?

lol anyone anyone?

Quick Robin... TO THE BATMOBILE.

 

aw come on anyone anyone

Quick Robin... TO THE BATMOBILE.

 

It's Vortech, not Vortex.

The key to forced induction with this engine is the ability to control A/F ratio, control timing retard, and a find good tuner.

The Vortech kit comes with a supplementary fuel pump and a device that controls A/F ratio and delivers upper RPM timing retard. The device is also programmable if you have a qualified tuner who can dial things in just right.

The ATI kit is also a quality kit--but it comes with no timing retard solution and IMO the intake "solution" for the G35 fit is a hack. But there are several forum members who have had success with this kit due to proper tuning. It costs about $1000 more than the Vortech, however.

--Steve

 

IMO the vortech s/c is way better than anything out there right now. Narkotic just had one installed check out this thread and go to his link....

https://g35driver.com/forums/showfla...sed&sb=5&part=



<font color=blue>04 CB COUPE / WILLOW / PREM PACK</font color=blue>

 

I think ATI makes a half-@ssed kit. They rushed the release of their product just so they can get an advantage in the market. Vortech took their time and did an awesome job. The fuel management in the Vortech is superior to the ATI's. Plus, the computer is laptop tunable and you can adjust timing. I also read that the computer is compatible with an aftermarket MAP sensor. The computer can also be a drawback in some aspects. For example, I had to drive 500 miles to find a tuner that has the software to tune the Splitsec box. Even though the kit is "ready out of the box" you still need to tune it for ultimate reliability and power. The Z's has been reporting 300-315 rwhp to the rear wheels without tuning and 390+ after tuning. So tuning the Vortech kit is essential, but it is not as simple as moving a bunch of sliders like the ATI. You will actually need a laptop and the R4 software.

_________________________________
430+ Horsepower at the crank.

 

The units are basically the same as to what produces power, a centrifugal belt driven blower. The Vortech taps the oil pan while the ATI uses a captive high viscosity oil reservoir to lube the bearings. They both have supplemental fuel pumps.
The ATI uses a 7psi pulley standard.

The issue for all of these units is tuning, and I think Zimbo and Dollar are correct that at step one, the Vortech has a more flexible and programmable solution to the tuning that comes with the kit. For the ATI, at least at this moment, you have a couple of elements that were not as well thought out as many of us think they should have been. Let us look at both of them.
First, the air intake. There is no dadgummed filter element on the intake. Just a wire mesh. Why? Because there is no room in front of the intake. Less than an inch to the a/c tube next to the radiator. (The Vortech is mounted further back so it can take a flex intake hose, drop it vertically, and put a filter element on it lower down....dangles like an elephant's ....well you get the idea). The issue? How would you like to suck a honey bee into impellers spinning at 80,000 rpm? Maybe not likely...but checked your radiator for butterflies recently? It does..and it will eventually...happen.
Solution. I put a K&N Drycharger cover across it, and it works great. BUT......why did I have to go through that? Simple and effective solution, but I am supposed to buying a bolt on kit.
Second issue. Tuning. This is really what the whole thing is about, whether it is roots, centrifugal, turbo, etc. The Vortech unit here is quantumly superior on the initial set up. It has a management system that, while obviously hard to get right at the incept if you have read what Dollar and Zimbo had to go through..can be made to operate reliably much closer to the edge...and that is much more powerful...on air fuel ratio balances across the rpm spectrum. The ATI was relatively easy to tune on its FMU, but.....you had to go rich to stay away from the edge of the land of detonation. The cut out on the Vortech was saving them. Note of caution, you really do not want to be in a position where the car routinely has the retard device activating to save your butt, because it is only doing it when you are actually into or dangerously close to detonation. And if it does not work or just hesitates a little...you are toast. Nevertheless, you have the peace of mind while tuning to know that you won't litter the floor with oil and bits of internal engine parts while seeking the best ratios.
You cannot presently do that with the ATI, so you have to leave a bigger margin for safety. So I get 348rwhp when they get 359.
To get more I went to TS and did a reflash to adjust some timing etc., and that got me back up to the Vortech zone. But again...it was up to me to figure it out. To really do this properly and get the protection I want, I have to diddle with an aftermarket retard system from J&S .....for additional bucks. That will allow me to do what the Vortech comes with, perhaps with more sophistication, and now I will have equal or more hp. So what ATI really needs to do, in my estimation, and probably Dollar and Zimbo's, is get their act together on the FMU and tuning solution.

I have 6000 miles on the ATI and performance wise, it is kicking great. When I am done with the J&S, which I am not, I do intend to go back and refine the dyno tune so that I can SAFELY lean out the air fuel ratio mixes and max the power, and maybe pick up a teensy bit better gas mileage?

The real issue for all FI is this....the reaction of the stock ECU is not fully understood when it confronts FI mods. Indeed any type of mods to the "breathing" of the motor. When those are learned, and ways are found to adapt the ECU directly through reprogramming, a LOT of this conundrum will go away. What the Vortech has is more adaptable to this than what the ATI has. Both are short of what should be available. Carefully applied, both give gobs of power safely. Lots of people are running ATI happily. But any time you are on the leading edge, you can be the bleeding edge.

Cpe 6MT/Aero/Prem/ATI/RT cats/Borla hdrs-catbcks/Nismo flywhl-cltch/TS-ECU/Tein flex EDFC/Stillen sways

 

Thanks Eagle, very informative!
I printed it out and stuck it in my little G35 folder.

Thanks again.

 

Thanks Eagle, very informative!
I printed it out and stuck it in my little G35 folder.

Thanks again.

 

I think Eagle1 has done a fabulous job with the ATI--especially since IMO if you have the ability to actually make the A/F and timing adjustments to the actual ECU maps then that is better than something that "tricks" or overrides the ECU.

Unfortunately, Technosquare is too far away for us East-Coasters to use due to the need to do some iterations with the dyno to get right.

--Steve

 

Zimbo:
You are correct (again). And using the TS ignition retard in the ECU reprogram, though effective, is really only a safety bandaid. Right now the Vortech has the more cost effective approach right off the shelf. But, I think with the J&S Safeguard, and this is just an educated guess, the ATI will have the most advanced application and probably power. But it is peanuts as to the differences in power. All of them give huge grins and performance...they just are not perfect...nor even really acceptable for refined application. But we are closing in on it. Fortunately we have some well educated and tolerant souls, with more dollars than common sense, willing to contribute to the group knowledge!!!

I was in Atlanta twice last month. But if I get a chance this spring to get out to NC for a round of golf at CCNC, I will carve out an extra day, and give you a holler. I would love to see your ride.

Cheers.

Cpe 6MT/Aero/Prem/ATI/RT cats/Borla hdrs-catbcks/Nismo flywhl-cltch/TS-ECU/Tein flex EDFC/Stillen sways

 

Eagle1... please do let me know if you'll be in the NC area and I'll buy you lunch. I've learned a lot from you. You're welcome to check out the car, ride in it, drive it, whatever you'd like.

--Steve