D Series Supercharger Kit
Nguyet Edmondson
Our best selling dcoe kit for A series engines from 998-1400cc, transverse for Mini / kit cars to inline midget, minor, a35/40. This kit can be used on standard through to fully modified engines -even if they are high compression. The Eaton Supercharger is modfied with our cast alloy inlet section to allow fitment of the DCOE carb with increased inlet port area. And a new (2023) High velocity bypass system speeds throttle enrichment for the engine to quicken throttle response and incraese torque especially at small throttle openings .
The kit works with standard cast or most modern tubular exhaust manifolds, -Maniflow are recommended- It makes tractable power available much lower down than other engine mods give, and extends the engines' breathing to higher up in the rev range. See the drop down menu for options which will dictate the final price of your kit.
Parts supplied are based on options chosen : Supercharger, Inlet manifold ( 2 types) , Modified pre-jetted Twin-choke DCOE carburetor ( two sizes available or you can choose no carb ), Air filter, New alloy front pulley, Belt, Tensioner pulley, Gaskets, Decompression plate, Throttle linkage, Throttle cable, ports for brake servo/boost/vacuum, Instructions.
Centered around the highly efficient Rotrex C30-94 Supercharger, the Kraftwerks Supercharger kit produces impressive results throughout the entire power band. While unlike any other forced induction system, the Kraftwerks supercharger system provides a linear power curve, torque on demand, cooler operating temperatures, and total drivability. The Kraftwerks supercharger system provides instant throttle response and a progressive power curve that increases all the way to redline without the typical 'spiking' or 'surging' associated with turbochargers. This unique, more usable power curve results in reduced cylinder pressures, less strain on engine components, and increased reliability.
Kraftwerks has designed the billet aluminum brackets to mount the C30 line of changers. The bracketry is designed to mount the head unit low on the motor in a similar position to that of the OEM A/C compressor. The kit requires the installer to fabricate the supercharger inlet pipe, charge pipes, and intercooler as well as provide all necessary support parts and tuning. Fits B16A, B17A, B18A, B18B, B18C, B20A, and B20Z
Your build specifications and crank pulley size are required for proper supercharger unit sizing. Please include your build specs, crank pulley diameter, and maximum engine RPM in the Special Instructions when ordering. A Kraftwerks representative will contact you to complete your kit sizing.
REQUIRES Custom Fabrication for Intercooler, Charge Piping and Supercharger Inlet - Removal of A/C Compressor - Skunk2 Alpha V2 Header or One w/ Narrow Pairing - USDM Non Type-R Crank Pulley
Kraftwerks Performance Group is proud to bring you the most advanced supercharger system available.
At the core of each Kraftwerks supercharger kit is the revolutionary and patented Rotrex, traction-drive supercharger. The proprietary design allows for reduced weight; smaller, quieter, cooler operation; and shaft speeds in excess of 2 Read More
Hi there fellow Nissan/Datsun fans!
I purchased a '71 Hako about 2yrs ago, and I finally have time to work on the car. I'll get this out of the way - I was/am a hardcore American Muscle guy, but have fallen in love with the "Japanese Muscle" cars if you will. That being said, I know very little about the JDM cars/and the same goes for their powerplants. I am debating between installing an L28 with a supercharger (hence me posting here) or a VQ35HR. I know, I get a TON of hate for evening mentioning the VQ series engine, but hard to hate on new technology.
Anyway, I am posting here in the hope I can speak with you folks about the L-series (specifically L28 punched to a 3.0 or 3.1) and what I can expect with putting on a supercharger, etc.? And, how hard it is to find an L-series supercharger?
If not, I think the max I can expect in terms of HP out of a 3.0-3.1L is roughly 305-320HO, is that correct? I did ride in my Japanese buddy's (4DR) Hako with a 3.1L with about 310HP and I have to admit, it scoots. But... but... 310HP or so seems so... not what I need. Or so I have unfoundedly told myself. Are my rose-colored American Muscle glasses already throwing me for a loop? I guess if I could get around 400 streetable HP, I'd somehow be satisfied?
Whatever. I would love your guys' advice on building a hi-HP L28 and what to expect. Also, it seems that maintenance/adjustments are often with these engines, in particular with valvetrain? Is this true?
Thank you guys in advance,
Archie
The first thing you should know about classic JDM cars is a 71 Hakosuka Skyline GT-R deserves WAY more respect. Why would you put a cast iron block, single overhear cam, two valves per cylinder L28, or hack it up to get a VQ in it? Punch an RB26 to 3.0L with a cam and header you can make 350hp at 9K rpm, and you won't have to adjust the valves.
That would be super nice. I am currently looking at building a 2.8 to a 3.1 atm. I wanted to go to a 3.2, but I was told by a good friend and confidant here that the crank alone is roughly 500,000 (or roughly $3000.00USD) and I am already going to be about $7500.00 into this without that. But I should be getting roughly 310-320hp out of this build. Anyway, what's the best way to reach this Ralph guy?
Disclaimer: This product is not compliant with the California Air Resource Board and not for use on public roads in California.This applies to any aftermarket product that does not display a CARB EO#. Power ratings are subject to conditions and dynamometer model used. Learn more > Software tuning provided is designed around the stock vehicle. Any major changes in airflow components such as high flow cats or enlarged throttle body diameters may require custom tuning optimization which VF does not include or provide.
VF engineers spent over 12 months software testing the BMW Bosch and Siemens ECUs and resolved stalling and MAF issues faced by other supercharger systems. Software flash technology and latest BMW file versions have all been employed to provide the cleanest and the most reliable method of software installation. VF engineers extensively re-wrote the ECU software using their own binary, assembly and disassembly algorithms written from scratch. Testing the software included extensive road and dyno test cycles, with acceleration and deceleration tests for drivability smoothness and ECU fuel management. All test cars were put through long term full throttle testing in conditions varying from wet cold climates to hot dry Arizona desert temperature for safe-optimal air fuel ratios and knock activity monitoring. Competently-written ECU software has allowed VF to fully explore the potential of the BMW engine, making over 40% more power in most applications.
Disclaimer- This product is not compliant with the California Air Resource Board and not for use on public roads in California. This applies to any aftermarket product that does not display a CARB EO#.
VF chose to mount the Vortech supercharger with an in-house CNC machined aluminum bracket system. The unit is positioned in line with the original serpentine belt which is replaced with a longer OEM belt. The key to this design is that the OEM active-spring belt tensioner remains fully functional and eliminates belt slip or the need to manually tension the belt. The supercharger air ducts are custom molded in-house from plastic to give an OEM appearance, quality and fit. The incorporated Bosch boost overrun system is designed for smooth off-throttle cruising and deceleration with clean emissions. The crankcase ventilation system is designed to cope with positive pressure and high flow OEM injectors are supplied to fit as direct replacements without modification to the injector rail. A removable plastic air box is provided with the K&N induction filter for those who use their vehicles in persistently wet climates. The VF supercharger system remains fully OBD2 compliant and is supported by a 1 year unlimited mileage warranty on the product only. Installation can be performed in approximately 8 hours and is non-intrusive, allowing it to be fully reversible.
Products are not compliant with the California Air Resource Board and not for use on public roads in California. This applies to any aftermarket product that does not display a CARB EO#. Power ratings are subject to conditions and dynamometer model used.
HOME MEMBER INFO PHOTO GALLERYLIBRARYFORUMSPONSORSCALENDAR SCOA SALEEN SUPERCHARGER GUIDEAs early as 1985, Saleen began offering superchargers on theirMustangs. Until late 1998, they used aftermarket (Paxton and Vortech)centrifugal superchargers, sometimes supplied "in the trunk" fordealer installation to avoid legal restrictions. In 1998, Saleen began workingto develop an emissions-legal in-house system.
Specially developed for the Rover K-Series engined Lotus cars our Rotrex-based Supercharger kits are available in several forms to cater for both standard cars and those who have already carried out tuning work to their engines.
With years of installing and developing supercharger kits for the Toyota engined Elise, Exige and 2-Eleven behind us, we decided in late 2010 to develop a new supercharger system for the Rover K-Series. The project aim was to create a highly-refined and durable version of the Rover K-Series that would build on the benefits of its lighter weight and small footprint compared to other options on the market. The results are astonishing, achieved without upsetting the balance of the car or the excellent handling dynamics that Lotus intended.
c80f0f1006