Newbie questions are ok, and most welcome, so dont stop asking...

I did a quick search and I came up with this US website showing some pricing. S5-150 is listed at USD$1,635. Expect to pay about the same here - while you may not be paying for freight to the US you will have to include GST. See here:
http://boostecus.com/index.php?option=com_content&view=article&id=24&Itemid=15

Just bear in mind that these are Aussie made S/C's with a great reputation for reliability, and incorporating the latest in twin-screw, positive displacement technology.

The bottom end should be fine. The top end should be fine. If it was me, I would look at doing things two ways:
1. Running moderate Boost (around 9psi) and simply keeping the engine stock (you may not even need to use double head gaskets as I think the stock staic C/R is only about 9.5:1)

2. Running higher boost (9-14psi) but offset the heat loading (causing detonation) by either lowering the C/R (engine mods) or cooling the charge air (intercooler/water injection). Personally I like using water/methanol injection for this task, but that's just me.

Cheers,
Tricky

_________________
"Not Speeding Officer..........Qualifying"

from what i read yesterday on that charger, it states that it's capable of of producing btwn 150-200 bhp, now is that inclusive of the engines stock power or is that the max they've managed to get from *insert random test engine here*?
i'm more than happy to run stock internals if it's not going to shatter, altho, at some point i may well need to rebuild as i think i've noted very small amounts of smoke from the exhaust when the mrs drives off, granted it could be a condensation..

the following specs are from TercelOnline.com

"Displacement 92 cu. in
Bore 2.91"
Stroke 3.43"
Comp ratio 9.4:1
Fuel system MFI
Horsepower @ rpm 100@6400
Torque ft lb @ rpm 91@3200"
i'm pretty sure it would be the same as that. it's the same engine in the us tercels as we have in the paseo's.. if you like i can post the rest of the engine specs, most of it make bugger all sence to me as i'm not yet a learned engine builder..

_________________
So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

I wont bore you with the math, but here are some figures for you:

Stock engine, 9psi, 92 Octane, no intercooler, 3 deg. ingition retard: 143.5BHP (43% gain)

Stock engine, 12 psi, 92 Octane, no intercooler, 6 deg. ignition retard: 145.3BHP (45% gain)

Stock engine, 9psi, 98 Octane, no intercooler, no retardation: 158.5BHP (58% gain)

Stock engine, 12 psi, 98 Octane, no intercooler, 2 deg. ignition rertard: 165.3BHP (65% gain)

Stock engine, 9 psi, 98 Octane, 2-core, no retardation: 163.25BHP (63% gain)

Stock engine, 12 psi, 98 Octane, 2-core, no retardation: 185.5BHP (85% gain)

Stock engine, 12 psi, 98 Octane, 3-core, no retardation: 180.55BHP (80% gain)

Stock engine, 14 psi, 98 Octane, 3-core, no retardation, 191.55BHP (91% gain)

Stock engine, 16 psi, 98 Octane, 3-core, no retardation, 202.40BHP (102% gain - limit of stock engine)

Modified engine, 16psi, 108 Octane, water/methanol injection, no retardation: 225.77 (125% increase. Methanol raises the specific octane rating of the fuel to approx. 108)

Remember these figures are all approximate, and are BHP figures, not FWHP figures. Also, I am taking into account the redline is pegged at 6400rpm

Hope this helps.

Cheers,
Tricky

_________________
"Not Speeding Officer..........Qualifying"

Matt,

You may want to step in and verify these figures...

Cheers,
Tricky

_________________
"Not Speeding Officer..........Qualifying"

ok, now that i've stoped drooling for the time being at the prospects, another question.

Q: are beefier injectors a must? and, do i need to run an a/m ecu or piggy-back unit. can i get away without both or either to get even this:
Stock engine, 9psi, 92 Octane, no intercooler, 3 deg. ingition retard: 143.5BHP (43% gain)
i would love to be seeing the
:Stock engine, 14 psi, 98 Octane, 3-core, no retardation, 191.55BHP (91% gain)

Stock engine, 16 psi, 98 Octane, 3-core, no retardation, 202.40BHP (102% gain - limit of stock engine)
but i still haven't beaten Bill Gates at poker, so i don't think that would be achievable for the moment..

_________________
So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

one more question, you're mentioning most of those figures with 9psi, the charger states it's built in pressure ratio to be 1.4 bar, which is 20psi, according to a converter i found online.. how can i get it down to 9psi? is it as simple as changing the pully or is there more to it?

_________________
So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

Hi Raisto

Yes, that would come with a modified engine and the higher boost pressures - above 12 psi. As a matter-of-fact, they would be marginal at 12psi and in fear of maxing out in their duty cycle and making the engine run too lean. If they are the 195cc injectors or slightly bigger they might just be ok.

With regards to the ECU, a piggyback would be fine for 9-12 psi on a stock engine. Quite a few to choose from, Greddy, Apexi and HKS etc etc. But anything more than relatively stock applications, I would run a stand-alone replacement ECU like Wolf 3D, Haltech, Motec, Link and more.

These are just my opinions and others may differ of course!

Cheers,
Tricky

_________________
"Not Speeding Officer..........Qualifying"

Yes, exactly right - boost pressure is dependent on RPM, lower the rpm, lower the boost. This means a larger S/C pulley or a smaller crank pulley or a combination of both.

if you built an engine that ran 20psi, using water/methanol injection--> 255.55 BHP!! (155% gain).

Cheers,
Tricky

_________________
"Not Speeding Officer..........Qualifying"