Supercharger and/or twin Turbo for FX37 engine

[fx37SupplyEng]

New to the forum. Work for Hitachi Automotive Systems, E.E. background and just bought an FX37. I have been looking around for upgrades to this engine since it is the same as the G37 and I think the Nissan 370Z. If this is the case the 370Z has a few kits offered by Stillen and another company for this engine. I am curious if anyone has knowledge if the engines are identical throughout, including the front accessory locations. The forced induction supercharger by stillen is mounted on the front pulley track vs. mounted on the intake manifold like traditional superchargers. If the 370Z has the same setup then would be reasonable to say it would fit the FX37?

 

[Justins311]

The fx37 is bramd new, youre not gonna find much experience anywhere. But Yes they should fit. FX has twice the engine bay open space.

Check out gtm. http://www.gtmotorsports.com/car.php?vehicleid=17

I mean this in the nicest sense...if you have to ask you haven't even googled and you're not that serious. Spend some time researching and you'll probably be among the first.

 

[porkandbeans]

I'll second that about GTM. They have the experience, knowledge, ability, and most importantly the desire to take on projects like that. The FX37 is so new that it will be hard to find a big company that will be offering any kind of kit soon, if all all.
It will cost a decent buck, but GTM has taken on similar projects before - and with huge success.

 

[carguy75]

I believe that the 370z force induction kits will fit the FX37. The tuner companies may have to modify a few mounting components to fit the FX37 engine bay, but the hard work of engine tuning has been done on the 370z, so the FX kits will probably soon follow.

 

[shadow191]

I forgot his user name, but didn't a member recently install a GTM stage 2 turbo on his FX37? He asked about it, then later on said he got one.

And didn't Hollywood something have a custom GTM SC kit on his 2nd gen?

 

[porkandbeans]

I forgot his user name, but didn't a member recently install a GTM stage 2 turbo on his FX37? He asked about it, then later on said he got one.

And didn't Hollywood something have a custom GTM SC kit on his 2nd gen?

Yes, Hollywood went to GTM and they pioneered the 2nd gen FX35 supercharger kit. Thanks to him playing guinea pig and allowing them to develop the kit, now I believe the kit is available for anyone to get. Pretty cool considering many performance and engineering shops won't sign up for stuff like that.
I don't remember how, but I read it on here, the FX35 RWD kit is different than the G35 kit. It was more than just throwing in components off the shelf and running new brackets and tubing. I willing to bet that it would be different for a FX37 vs a G37/370Z. Some tuner shops probably do mix'n'match parts and hope for the best. No thank you. That's how engines blow up.
It's nice that GTM takes on R&D projects that other don't. I'd say its a good start for the OP.

Thinking back, I'm pretty sure a good amount of people here have more experience with GTM and can offer their thoughts. I think Shumpy shipped his G engine in from Canada.

 

[Justins311]

It was more than just throwing in components off the shelf and running new brackets and tubing. I willing to bet that it would be different for a FX37 vs a G37/370Z. Some tuner shops probably do mix'n'match parts and hope for the best. No thank you. That's how engines blow up.

There is no way an engine blows up from a turbocharger, supercharger, or hippo(?)charger. An engine receives compressed air. The engine is not smart, the engine does not know what to do with it.

The ECU tune on the other hand may and very well does change from model to model, as the programming is different.

I can 99.9% assure you all they did was "put off the shelf components on and make new brackets and tubing". Tuners have been doing this for several decades, the same turbo or supercharger is used on a Mustang, Infiniti or Ferrari. Its just how you attach the turbo (brackets) and route the air to the intake (piping). In fact auto makers do not even make the charge devices. Garrett (aerospace) and Eaton (Electrical) make the majority of these devices. You attach them using manifolds which are made by tuners to attach them.

Thinking there is mystery is part of what keeps tuner shops in business, just like comptuer shops -- people are uneducated on theory and application. Now physical capability, on the other hand, is the other 90% of what keeps a shop in business.

Just thought I'd throw that out there. FWIW I'd be very interested in what they changed going from the G37 to the FX35. I can with 100% confidence assure you that the turbo, wastegate, boost controller, couplers, clamps, and probably majority of the brackets are interchangable. I would be very suprised if the manifolds and downpipes were not identical as well.

If it were me I would put a thicker core IC in there since the FX has a lot more radiator space, and of course that requires slightly different piping bends on the IC piping. HOWEVER, and this is a big however, not a single one of these parts can "blow up your engine" if properly installed. Its physically impossible.

But in reality nearly everything will swap over, save for the important bit, the computer tune. (which BTW is not a part but a software program)

 

[porkandbeans]

I'm off of work now and can finally respond to this monstrosity.

There is no way an engine blows up from a turbocharger, supercharger, or hippo(?)charger. An engine receives compressed air. The engine is not smart, the engine does not know what to do with it.

Perhaps you misunderstood my usage of "blow up". I'll answer below.

I can 99.9% assure you all they did was "put off the shelf components on and make new brackets and tubing". Tuners have been doing this for several decades, the same turbo or supercharger is used on a Mustang, Infiniti or Ferrari. Its just how you attach the turbo (brackets) and route the air to the intake (piping). In fact auto makers do not even make the charge devices. Garrett (aerospace) and Eaton (Electrical) make the majority of these devices. You attach them using manifolds which are made by tuners to attach them.

Interesting. So US, Japanese, and Euro cars run the same turbo/SC? How can Garrett, Borg, Kenne Bell, and Turbonetics continue to stay in business if they're all using the same product from decades ago? So there's been no change or development in automotive forced induction all these years? When they come out with a new product, it's just a different pipe that's bent a different direction? And when a new car comes out, why does it take the best FI engineers in the auto industry months to develop the new product? Surely, they don't sit around at a big poker night and laugh about how they'll stall the public into thinking they're working hard and instead fab up a new pipe and bracket to their same old crusty charger.
The fact is that the R&D engineers at these major aftermarket manufacturers spend months of time and spend gobs of money to fine tune the best designed components for every car they decide is worth the R&D investment. It is hard work for them and a ton research, testing, and liability. And they're in a race to produce a better system than their competitors that choose to enter the race.
Auto makers certainly are involved in their own charger devices. Sometimes they'll design inhouse and contract out for production. Sometimes they'll contract out the whole design phase to companies who specialize in airflow or compression ONLY. The auto makers do what is good business.
Don't get me wrong. There are shadetree mechanics all around the world that have the ability to take a random turbo/SC and apply it to their random car. It happens and sometimes it works. Sometimes it doesn't. Any car of mine (that I care about) would only have a FI specifically designed to perform for that specific car or motor.

Just thought I'd throw that out there. FWIW I'd be very interested in what they changed going from the G37 to the FX35. I can with 100% confidence assure you that the turbo, wastegate, boost controller, couplers, clamps, and probably majority of the brackets are interchangable. I would be very suprised if the manifolds and downpipes were not identical as well.
If it were me I would put a thicker core IC in there since the FX has a lot more radiator space, and of course that requires slightly different piping bends on the IC piping. HOWEVER, and this is a big however, not a single one of these parts can "blow up your engine" if properly installed. Its physically impossible.
But in reality nearly everything will swap over, save for the important bit, the computer tune. (which BTW is not a part but a software program)

I don't know what all the differences between all the various blowers are, but they are different (speaking within respective classes of turbos, roots, and centrifugal systems). I did not design them. As you well know, they all provide compressed air to, in the end, improve stoich mixture. More pressure = more temperature and this is where it gets touchy. FI makes the engines and little more sensitive. If things are not right, the engine will blow. Not blow up like a bomb, but throw a rod or a valve or something nasty. Bad things will happen with a poor FI design or application to the wrong car. I consider blowing up a motor as when it turns into a plinko machine, you say "uh oh", and it gets rebuilt. This can happen with the wrong settings or a wrong FI system on the wrong car.
Millions of development dollars are spent on the automotive FI industry, and you say with such confidence that it's all the same parts with different pipes and brackets.

 

[Justins311]

Well, I am a mechanical design engineer and my family are some of the highest ranking head engineers at Honeywell.

So I do speak with confidence, and no, all those words you typed above do not dispute that a turbo cannot blow up a properly tuned motor. That's nonsense. Perhaps you can let me know your credentials...you build or design turbo kits?!? I do, and I'm trying to explain to you that GTM takes off the shelf components designed by Honeywell or Turbonetics and bolts them to an existing motor. THEY DO NOT DESIGN TURBOS. They design brackets and tune engines. That is why they are called TUNERS. Not turbo manufacturers. Is that clear?!?

EDIT: That came off kind of condesending so I wanted to explain in a bit more detail. You seem like you've done a bit of research, and I commend you for that, but you are trying to "teach others" based off your limited understanding of volumetric efficiencies and the design process of a turbo kit. Learning words like "roots" and "stoich" does not help you with forced induction design - you have just scratched the surface. When I was in engineering school 15 years ago, my Uncle who designs Aerospace systems for Garrett Industries (Honeywell Subsidiary) suggested I read a book called "Maximum Boost" by Corky Bell. I suggest anybody wanting to learn about FI design do the same.

In that book you will learn all about compressor maps, compressor and turbine selection, as well as how to apply them to an otto cycle. You see, companies like honeywell design the airfoils, mechanical components, efficiency boosting systems like VNT, then manufacture two wheels using these designs: compressor and turbine. Then, they make housings. Its like legos on a grander scale. YOU, the tuner, come in and select which turbo you want to 'assemble' that will most closely match your particular engine. Can a major OEM change the specs? YES. Do they do all the legwork? HELL NO. They outsource that to Garrett or Mitsubishi (the company I work for).

Once you understand how to select a turbo, the rest is grunt work. You use metal working methods to attach the turbo to the exhaust stream (no, you dont have to bolt it to the engine as you probably assume) and how to get the cold side air actually cold (intercooler) and dense and feed it into the engine intake. Thats the easy part.

The HARDEST part is tuning the motor, and that is why we own dynos and spend thousands of our dollars and weeks of our time perfecting the tune, which we prepackage and SELL in a kit to folks like you.

the ONLY way you can blow up a car with a turbo bolted to it (properly) and the appropriate tune loaded into the ecu (and its highly recommended you have it tweaked to your specific vehicle as there are many small factors that can lead to problems - I would NEVER run a mail order tune until I had loaded it up with at least a wideband O2 and a pair of detcan headphones) is if you run the wrong OCTANE. I.e. you dont follow our directions.

A word on octane: In general, it is obvious from the testing method that higher octane allows for the use of higher static compression motors which are mechanically more efficient at extracting torque from gasoline. Since turbocharging raises the effective compression ratio of the motor, higher octane is also going to resist detonation under higher boost pressures. Higher octane also allows timing to be advanced so that peak cylinder pressures happen closer to the point of optimal mechanical efficiency than lower octane will. When properly tuned a high compression or turbocharged motor running higher octane can produce more torque throughout the entire RPM range. This improves low end torque, midrange, top end and spool all without requiring a single extra cubic inch of air to flow through the motor. Additionally, the same fuel system can support more power safely when running higher octane fuel. The combination of more torque plus the ability to run higher boost pressures safely has a significant impact on the amount of peak torque and power that higher octane fuel can deliver on a turbocharged motor.

Here is an excellent primer on compressor map matching to engines, done by MRControls:

3S-GTE Turbo Sizing Primer​

To really determine what a given turbo could potentially do on your 3S-GTE
engine, you need to cut throw away the marketing and advertising claims and go
straight to the heart of the matter: the compressor map. Above is a compressor
map for a TO4E 40-trim compressor wheel. Looks somewhat intimidating, doesn't
it? What are all the numbers and the formulas? Let's not worry too much about
that and take it one thing at a time.

The first thing that we need to look at are the numbers across the axis on
the left side of the graph that start with 1 and go up. These indicate the
pressure ratio at which the turbine is operating. The pressure ratio is just the
absolute pressure at the outlet of the compressor divided by the absolute
pressure at the intake of the compressor. Most often, we make these calculations
at sea level atmospheric pressures, but if you live at altitude, you should use
the atmospheric pressure representative of your location. The following table
gives you the average atmospheric pressure for nearly all inhabited areas.

[TABLE="width: 200, align: center"]
[TR]
[TD="width: 50%, align: center"]

Altitude (ft)​

[/TD]
[TD="width: 50%, align: center"]

Pressure (psi)​

[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]Sea Level
[/TD]
[TD="width: 50%, align: center"]14.7
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]1000
[/TD]
[TD="width: 50%, align: center"]14.2
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]2000
[/TD]
[TD="width: 50%, align: center"]13.7
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]3000
[/TD]
[TD="width: 50%, align: center"]13.2
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]4000
[/TD]
[TD="width: 50%, align: center"]12.7
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]5000
[/TD]
[TD="width: 50%, align: center"]12.2
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]6000
[/TD]
[TD="width: 50%, align: center"]11.8
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]7000
[/TD]
[TD="width: 50%, align: center"]11.3
[/TD]
[/TR]
[TR]
[TD="width: 50%, align: center"]8000
[/TD]
[TD="width: 50%, align: center"]10.9
[/TD]
[/TR]
[/TABLE]

Now, to determine the absolute pressure at the outlet of the turbo, add the
turbo boost pressure to the intake pressure which should be atmospheric pressure
unless your air filter is very dirty or your air intake is too restrictive for
your setup. Suppose we want to determine the pressure ratio for 15psi of boost
at sea level. That will be:

Pressure Ratio = (15 + 14.7) / 14.7 = 29.7 / 14.7 = 2.02​

So if you take a ruler and lay it down horizontally across the compressor map
just a tiny bit above the "2" on the left axis scale you can see that it cuts a
pretty nice line across the middle of the map. Trust me for now that that's a
good thing if we plan to operate this turbo at 15psi.

Across the bottom axis on the graph we see air flow given in pounds per
minute. Some compressor maps give it in Cubic Feet per Minute (CFM) which is
actually better. To convert pounds per minute into CFM, you need to take the
temperature of the air into consideration (the ideal gas law tells us that as
gas heats up, it expands, which means that the hotter the gas, the less it
weighs per cubic feet, which is why a hot air balloon rises). Fortunately, most
compressor maps are taken at 85F (you can usually tell by looking at the formula
written on the map which has a temperature number like 545 and subtracting 460
from that number to convert it to Fahrenheit). One cubic foot of air at 85F
weighs 0.07282 pounds. So, at 85F, convert pounds per minute to CFM by
multiplying by 13.73.

So, if we take our ruler again and set it horizontal just above the "2"
pressure ratio mark and then look at the range from the surge line to the end of
the balloon, we have a permissible range from 15 pounds per minute to 35 pounds
per minute. This translates to 205 CFM and 480 CFM, respectively. This is a big
range. Will the 3S-GTE with this compressor be able to flow this much air? No,
we need to consider the fact that an engine is an air pump and at a given intake
pressure it will only be able to ingest so much air.

To determine how much air will flow through the you have to start with
engine displacement and an RPM point, then plug it into:

CFM for 4 stroke = Displacement in CI / 3456 * RMP * VE​

The stock 3S-GTE has a stock displacement of 1998cc which is 121.9 cubic
inches (up to 2010cc if overbored), so at 6000 RMP it will flow:

CFM = 121.9 / 3456 * 6000 * VE = 211.6 CFM * VE​

VE is volumetric efficiency, which is a value indicating how much of the
potential air flow volume actually makes it through the engine at a given RPM.
If you throw in a guestimate of about a 90% VE for the 3S-GTE @ 6000 RPM, you
get:

CFM = 211.6 * 0.9 = 190.5 CFM​

This appears to be outside the compressor map into the surge area. It is not
quite the case, however, because this is only telling you what the engine can
flow in a naturally aspirated mode. To determine what it will do under boost,
you have to determine what density ratio the compressor and intercooling system
you have will give you. To do that we need to take our boost point and determine
how hot the compressor is going to make the air at a that boost:

Tout (in F) = (((Tin (in F) + 460) * (Pressure
Ratio[SUP]0.283[/SUP])) - 460)​

So, let say you set the boost controller for 15psi of boost at sea level at
an ambient temp of 85F (85F in this case so that our computed CFM ends up
matching that of the compressor map).

Tout = (85 + 460) * 2.02[SUP]0.283[/SUP] - 460 = 205F​

This assumes an ideal, 100% efficient compressor. The round
circles in the compressor map tell us how efficient the compressor is going to
at a given pressure ratio and flow level. Since most of the map is at least 70%
efficient or better, we'll use that figure and double check later to make sure
we were either close or underestimating a little. Our real outlet temperature is
going to be:​

delta T actual = delta T ideal / efficiency​

For our example, the delta T ideal is 205F - 85F or 120F:​

delta T actual = 120F / 0.70 = 171F​

171F is how much the compressor is going to heat the air above the
inlet temp, so the real outlet temp is 171 + 85, or 256F. What happens when this
air mass hits the IC? Two things: first, a pressure drop and second, a
temperature drop. The pressure drop is going to be about 0.5psi for a good
sidemount IC such as the GReddy, HKS or Spearco units and we will assume a 65%
efficiency number which is reasonable for a good side mount IC:​

T IC drop = (T IC in - T ambient) * IC efficiency​

So we get:​

T IC drop = (256 - 85) * 0.65 = 111F​

Therefore the IC will drop the turbo outlet temp by 111F, turning
the 256F air into 145F air and dropping the pressure 0.5psi to 14.5psig. What
does this do to our normally aspirated engine? Well, the density of the air is
increased by a ratio:​

density ratio = ((Tin + 460) / (Tout + 460)) * (Pout / Pin)​

For out example, we get:​

density ratio = ((85+460)/(145+460))*(14.5+14.7)/14.7 = 1.79
​

This density ratio means that you will get 1.79 times as much air
flowing through the engine with this compressor and intercooler combination at
this pressure point and this ambient temperature than you would in normally
aspirated mode.
Going back to our 190.5 CFM value, we multiply that by the density
ratio to get 341 CFM (which converts to 24.8 pounds per minute). This is still
inside the compressor's map so we have a reasonable value (if it weren't, you
wouldn't be getting 15psi out of the compressor, your actual pressure would have
dropped). Additionally, this is right in the compressor's maximum efficiency
range, so our manifold temperature will probably be a little lower than we
calculated with our 70% efficiency value and our density ratio just a tad
higher. This means we are close enough to the money to make it work for our
purposes. No real need to go back and try to get the value to be more accurate,
since we are already guessing on a number of other things (such as VE) which is
having a bigger impact on our actual flow.

Given what we have calculated,
we can approximate how much horsepower we will produce. The basic crank HP
formula is:​

Crank HP = MAP (in absolute psi) * Compression ratio * CFM /
228.6​

The compression ratio for a genII 3S-GTE is 8.8 (8.5 for a 3S-GTE). So, we
plug in the real numbers into our HP formula and get:

Crank HP = 29.2 * 8.8 * 341 / 228.6 = 383 HP​

Throw in 20% drivetrain loss and you have 306rwhp @ 6000RPM.

So, what
makes it a little tough to predict what you really are going to get is getting
an idea of what the final VE of the system will be (which is not constant, but
changes across the RPM/Manifold pressure range) since the turbine housing and
wheel themselves are going to have an effect on the VE map. For example, the
stock CT-26 turbine and turbine housing is so restrictive that it drops the
engine VE well below 90% at 6000 RPMs (also known as "choking" the engine).

One other item we should check since we have the numbers calculated is
whether the compressor will not be forced into the surge line. Surge is caused
when the engine cannot ingest enough air to keep the compressor inside its map.
We saw that at a 2.02 pressure ratio, the surge line is around 15 pounds per
minute or 205 CFM. Now, let's assume that the turbine and turbine housing we
will choose can power the compressor to reach 15psi by 3500RPMs. We keep the
density ratio the same, but we have to re-compute the flow for the engine at
3500RPMs. The VE at this point should be better than at 6000, so we'll use a
value of 95%. At 3500RPMs, the engine will be ingesting:

CFM = 121.9 / 3456 * 3500 * 0.95 = 117.3 CFM​

That's in normally aspirated mode. Multiplying the density ratio,
we get:​

117 CFM * 1.79 = 210 CFM​

This is near the surge limit for this compressor. Granted the VE
might be even better, but we could be off. We could fix this problem on most
turbos by putting in a turbine housing with a larger AR which would slow down
the spool time to bring the compressor up to this pressure ratio when the engine
is revving a little faster and thus ingesting more air. The larger AR also
allows more exhaust to flow and thus improve VE to also increase air flow and
move the system even farther into the compressor map away from the surge line.​

\
IN summary, please don't go to wikipedia and learn words like STOICH and extrapolate to folks on here who are not very technical in nature that you can't think outside of the box and bolt a turbo kit to your car that wasn't 'DESIGNED' for your model with the SAME engine or else gremblins will BLOW IT UP. It is not accurate and is counter productive. Arm them with the knowledge you have earned, just as I just gave you, let them research and decide for themselves. Fear mongering is a horrible tactic.

If you want to try your hand at selecting a proper turbo for your motor, get out your TI92 calculator and some engineering paper and sharpen up that pencil. Its not hard but it is time consuming. The website will guide you and let you select your components:

http://www.turbobygarrett.com/turbobygarrett/turbine_housing_AR_and_housing_sizing

OR, you can just buy one of the kits made by folks who know what they're doing. Its your choice, as long as somebody makes something for your engine. And we're in luck, our engines are shared all over the platform, and a G37 kit will very easily retrofit to an FX35/37. You just have to RETUNE the computer. But either method will lead to a fully functioning car, and when properly tuned, are nearly impossible to blow up by anybody but an imbecil (no lack of those mind you).​

 

[porkandbeans]

Well, I am a mechanical design engineer and my family are some of the highest ranking head engineers at Honeywell.

We have more in common than you know. My credentials are located under a stack of NDA's, so I'm forced to leave it at that. And no, that's not a cop out.

So I do speak with confidence, and no, all those words you typed above do not dispute that a turbo cannot blow up a properly tuned motor. That's nonsense. Perhaps you can let me know your credentials...you build or design turbo kits?!?

Now we're getting somewhere. A PROPERLY DESIGNED turbo cannot blow up a PROPERLY tuned motor. When done correctly, it will blow your underwear right off, be strong, and be reliable all at the same time.
You have to admit though: Turbos are designed differently for different cars and different motors. Some may share components, but there are big reasons for small differences.

 

[Justins311]

I'm off of work now and can finally respond to this monstrosity.


How can Garrett, Borg, Kenne Bell, and Turbonetics continue to stay in business if they're all using the same product from decades ago? So there's been no change or development in automotive forced induction all these years? When they come out with a new product, it's just a different pipe that's bent a different direction? And when a new car comes out, why does it take the best FI engineers in the auto industry months to develop the new product? Surely, they don't sit around at a big poker night and laugh about how they'll stall the public into thinking they're working hard and instead fab up a new pipe and bracket to their same old crusty charger.
The fact is that the R&D engineers at these major aftermarket manufacturers spend months of time and spend gobs of money to fine tune the best designed components for every car they decide is worth the R&D investment. It is hard work for them and a ton research, testing, and liability. And they're in a race to produce a better system than their competitors that choose to enter the race.
Auto makers certainly are involved in their own charger devices. Sometimes they'll design inhouse and contract out for production. Sometimes they'll contract out the whole design phase to companies who specialize in airflow or compression ONLY. The auto makers do what is good business.

You have to admit though: Turbos are designed differently for different cars and different motors. Some may share components, but there are big reasons for small differences.

No, sorry, you can't hang onto that thread lol. They are IDENTICAL TURBOS. Its all in the tune my friend.

And just becuase you taunted me with a fact that nearly every tuner knows, but you think is comical, I present the following:





Thats GTM's "latest and greatest state of the art technology turbo system" utilizing GT3071s (a fine turbo btw) in 2013.

But wait, theres me, in 200 freakin 8, discussing this turbo that came out in 2005, and how we can apply it to our 4 cyl engines that were built in 1989.

The shop owners went on (way beyond where I care to) to make over 1000hp with a garrett GT3582, which is one size up on turbine side and two sizes up on compressor side.

The next year the Infiniti G37 was introduced.

A few years later GtM bolted that turbo to that car and made it work.

And in 2020 somebody else will bolt it to a new car and make it work, just like we are still doing with the Mitsubishi TD06 that was released in the 1980s.

So do we sit around and play poker? No. We build new brackets and pipes and load the thing on a dyno to make sure it doesn't magically blow up.

And guess whats still sitting in my race car trailer bolted to my old race car that I havne't driven 500 miles in the last 5 years? A good ol GT3071. The same new fangled turbo you're gonna pay $25,000 for. Oh wait, the turbo is only $800. The other $23000 is for those silly "pipes and brackets" you're so fond of neglecting lol.

 

[porkandbeans]

This is all extremely facinating, yet I'm getting bored rather quickly. Things seem to have just so slightly curved off topic. This whole thread can be very quickly summaraized as:

fx37SupplyEng: I have a FX37. Is the 370Z engine identical and will the same SC system fit?
Justins311: It should work. Check out GTM
porkandbeans: Yes, check GTM. If not exact, they can make a custom kit.
carguy75: I think the 370Z kit will fit, with bracket mods. Hence, maybe a full kit soon.
shadow191: Didn't Hollywood go to GTM?
porkandbeans: Yes, Hollywood went to GTM for the 1st and only 2nd gen FX35 SC kit that I've heard about. I read there are differences in kits. Ask GTM if it work. They know what they're doing. The wrong kit could blow your engine.
Justins311: Can't blow the engine. 99% sure they're the same aside from brackets. All turbos are the same.
porkandbeans: There's all kinds of different systems from different manufactures. They can't ALL be the same.
Justins311: I know everything there is to know. period. Here's my cut and paste
porkandbeans: Yes, FI should be done correctly. That is important.
Justins311: All turbos are the exact same (except for the specific models listed)

So, back on topic in Friendlyville . . . should the OP get a 370Z kit for his FX37?

 

[Justins311]

Wow porkandbeans...you should skip automotive work and go right into politics. When confronted with facts you state you are bored and the fact supplier is a know-it-all. You don't bother to quote - you make up quotes that make you sound like you just won the argument. So you must be correct! lol. Sad.


Go on advising folks on their engines you have absolutely zero experience with. Sorry to slam you face first into reality - sucks for your peers to know your 2,050 posts on here were jibberish :/

Factual recap:

OP wonders if he can retrofit a G37/370 kit on his FX37
Answer: YES. He needs to take it to somebody who knows what they're doing.

porkandbeans: THE SKY IS FALLING

Everybody else: No its not, and you've obviously never even seen the sky if you think its falling.

 

[NopWRX]

OP: What the f...?

 

[porkandbeans]

Justins311: You're not going to ruffle my feathers. I invite you to keep trying though. I don't mind, I'm more easy going than you can comprehend.
This is not the first time you've shown yourself as a pompous ass on this forum. Just chill. It's really healthier for you and everybody else.

Here's the facts that you're sooo insistent on boasting:

Factual recap:

OP wonders if he can retrofit a G37/370 kit on his FX37
Answer: YES. He needs to take it to somebody who knows what they're doing.

Now, skip all the B.S., scroll up to post #3 and read how I agreed with your post #2.
Everything else is just a crazy man tangent. Do you even know what you are so determined to argue?
Attitude is everything. Get a hold of yourself.

 

[Justins311]

Yes, I've been around long enough to see that on this boards culture, ATTITUDE and perception is everything. Knowledge is not valued.

If porkandbeand has the ATTITUDE that he is knowledgable about a subject, he simply throws out a wild opinion, cannot support it with fact, and then covers his tracks with "I could tell you but I'd have to kill you." You give that man knowledge and invite a rebuttal, he can't read it so calls it a "crazy man tangent" and then says he's bored and calls names. Bwahaha. Right on buddy!

A knowledgable soul might see this culture and go "hmmm, yeah, I guess I see why no companies are interested in making parts for know it alls who think they know better than the people who do it for a living".

Unfortunately money can't buy brains or couth. It's strange us G37 boys have a pretty good culture and have all the perks...a lot of you FX folks seem to have a giant chip on your shoulder that comes from being able to afford technology you just can't understand. Alas, there are some good eggs on here usually they don't have 2000+ posts of "I'm bored" rants so its easy to pick you guys out.

Fyi, if my feathers were ruffled you'd know it. I'd be up in the middle of the night posting in this thread...like you were

 

[Logan]

Hmmmm, after P&B agrees the attempt is made to beat him down, then we end up with derogatory comments about the forum in gereral? knowledge is appreciated here but delivery or tact is critical on any forum, in business or relationship. You have to dial it down you may be intelligent but you won 't be liked any better for it if you can't socialize.

 

[DaveButcher]

Logan hit it on the head. Why can't we all just be friends?

 

[JimmyWang]

As an engineer/scientist myself, I do appreciate what Justin wrote. It is very helpful and taught me a lot. I was interetsed in getting more power to my car and started researching on FI since last year. I went through some forums but got very limited information. I then went on to the turbo/blower manufactures' websites, read their white papers, and learned that why the Stillen supercharger kit is so inefficient. I also did the same math like you posted, and try to refrash the thermal dynamics I learned in college about the relation between the actual gas density and its pressure at an given temperature (In the end, what we want is more air, hence the higher air density, and the compression is just a way to achieve that. A well designed compressor makes a big difference in terms of hitting higher air density at the same boost level by keeping it cooler).
Also as an engineer/scientist, I know it's hard for Justin to just chill....I was argueing with my friend in a restuarant on some boring physics when rest of the people at the table (including my wife) think we( or maybe just I am ) are crazy....:at-wits-end: But when I looked back...maybe I should just chill at the time
Again, IS is a big family with many knowledgeable people. Everybody knows something the other don't. That's why I visit here almost everyday to learn things...not just about the FX.

 

[porkandbeans]

Yes, I've been around long enough to see that on this boards culture, ATTITUDE and perception is everything. Knowledge is not valued.

If porkandbeand has the ATTITUDE that he is knowledgable about a subject, he simply throws out a wild opinion, cannot support it with fact, and then covers his tracks with "I could tell you but I'd have to kill you." You give that man knowledge and invite a rebuttal, he can't read it so calls it a "crazy man tangent" and then says he's bored and calls names. Bwahaha. Right on buddy!

A knowledgable soul might see this culture and go "hmmm, yeah, I guess I see why no companies are interested in making parts for know it alls who think they know better than the people who do it for a living".

Unfortunately money can't buy brains or couth. It's strange us G37 boys have a pretty good culture and have all the perks...a lot of you FX folks seem to have a giant chip on your shoulder that comes from being able to afford technology you just can't understand. Alas, there are some good eggs on here usually they don't have 2000+ posts of "I'm bored" rants so its easy to pick you guys out.

Fyi, if my feathers were ruffled you'd know it. I'd be up in the middle of the night posting in this thread...like you were

I'm bored because you haven't brought anything interesting to the discussion. You've given a wonderfully great history and intense knowledge about turbos (mixed in with bashing slander), but the discussion is about new product for the FX37. Let's keep the knowledge and lose the attitude.
We're both in R&D Design/Engineering. Your pappy folk may have been great R&D designers. They did Research and Development which may still continue to this day. You also claim to be in R&D Design. But in your Rob & Duplicate argumenting, you keep saying that the technology hasn't changed in decades. In my Research and Development profession, I see new products in development all the time. This doesn't mean that the old technology is obsolete. It is very important. And I'm not going to spill the beans about what other companies outside of your little world are doing. I am bound to professional and legal ethics to proprietary ideas. You in R&D should understand and applaude this. Name drop all you want. You're missing the complete discussion about the FX37 development. It's no secret that new products will be developed every year. Nobody asked for a rebuttal and there is no real argument that I can see. You and I had the same very opinion on the subject from the beginning - and we still do, but you still can't figure that out. If you want to keep this going, please continue to respond showing your arrogance and stupidity. And then I'll respond (again) agreeing that you are arrogant and neeedlessly argumentative. And you'll continue to get upset until you have a coronary.

Justins311: You're not going to ruffle my feathers.

Fyi, if my feathers were ruffled you'd know it.

Uh, okay.

I'd be up in the middle of the night posting in this thread...like you were

Not sure what you're getting at, but you posted at 11:52pm and 1:21am local time. I posted at 10:02pm and 10:49pm local time. This might matter if we were in high school.
This is the crazy man tangant talk that adds zero value to this thread.
Your knowledge is appreciated and no one ever disputed that or claimed it invaluable, but we still agreed on the same points from the beginning. The difference is tact.