Member Credit: JAY25
NGK 1 and 2 Step Colder Spark Plug Part Numbers
Go to NAPA to get the copper plugs, you can get them as cheap as $1.20 a piece and up to $1.99 a piece change them out every 20k.
Stock heat range copper plugs:
Nissan # 22401 – 50Y05
One step colder copper plugs (recommended):
NGK # BKR6E-11
Nissan # 22401 – 50Y06
Two step colder copper plugs:
NGK # BKR7E-11
Nissan # 22401 – 50Y07
The -11 part of the NGK number is multiplied by .004″ to get the gap size for an engine producing stock hp. This would make the stock gap 0.044″. Most people with SC’s and such are running 0.034″ – 0.038″ in order to further reduce tendency for detonation.
Gates belt sizes for V2:
3.60 to 3.33 – K060710
3.25 to 3.125 – K060705
3.00 to 2.62 – K060703
Well for a fact I can tell you that anything @ 3.25 too and including ASP’s 3.0″ pulley will use the 6 rib 695 length. I think that is the stock belt in the V1 kit which means it will work with the 3.33, 3.48, and 3.6, but I didn’t buy the kit new so I can’t speak for sure.
Pulley Sizes and Amount of Boost! V2 and V1
3.6 – 7 psi
3.33 – 9 psi
3.25 – 10 psi
3.125 – 11 psi
2.87 – 13 psi
V1 owners deduct half to one full PSI from each pulley
Can I add an intercooler/aftercooler to my Vortech supercharger system?
A: Yes, but it’s not clear how beneficial it will be.
First off, know that any intercooler you want to add to your vortech supercharger will have to be custom. Nobody makes an off-the-shelf intercooler so you’ll have to put it together yourself or pay someone else to. At a basic level it will consist of the intercooler iteself, piping from the blower to the intercooler, and piping from the intercooler to the MAF. In the case of an air-to-water aftercooler you’ll also need a water reservoir and water lines to and from the aftercooler.
Why go through all this touble? Well as your blower spins and compresses the air on its way to the engine, it also heats it up. Hot air is less dense than cold air, and all things being equal, a colder, denser charge will make more power than a warm one. In addition to creating more power with a denser charge, the cooler air will also help to combat detonation by lowering cylinder temperatures.
Sounds great, right? Unfortunately this added power and safety comes at a cost. Because the air must now follow a longer path before getting to the engine you will get a drop in boost pressure when measured at the throttle body. So while the blower may be pumping out 10psi, 2 or 3psi are getting lost on the way through the intercooler system. The amount of boost lost is dependant on the efficiency of the intercooler, the amount of piping required, and the “smoothness” of the bends in the piping.
So when does is become “worth it”? Credit goes to Stephen Max for this detailed explanation…
An acceptable pressure loss through the intercooler and piping is on the order of 1 to 1.5 psi. The 3.6″ pulley gives 7 psi and is good for a 80 hp gain, and people running 10 psi are typically seeing 300hp at the wheel, a 120 hp gain. So that translates to about 10-15 hp per psi, with decreasing power gain the higher you go in boost pressure. So lets say a good intercooler setup with 1 psi boost loss costs 10 hp, and if the setup is not so good, a 20 hp loss.
A widely accepted figure for power gain from charge air cooling is 1% for every 10 deg F of temperature drop. So working with a 300 hp figure, to get back the 10 hp the charge air needs to be cooled 33 F, and to get back 20 hp we need 66 F of cooling.
I have done an extensive amount of data logging with an intake air temperature gauge. I have one thermocouple at the blower inlet and one at the throttle body. Boosting to 11 psi results in a maximum charge air temp of 185 F. That was on a hot day where the air temp at the road surface was about 100F, so the temp rise was 85 F. I have never seen the temperature higher than 185 F.
Assuming an intercooler with 80% cooling efficiency, the 185 F charge air will be cooled to 117 F, assuming 100 F ambient ( convert to absolute temp by adding 460; ==> [645-577]/[645-560] = 80% )
So, to summarize, an intercooler working at 80% efficiency will cool 185 F charge air down to 117 F, which is a 68 F temp drop. So for an intercooler and piping system that results in a 10 hp loss due to pressure drop, we have gained back about 20 hp due to temperature drop, for a net gain of 10 hp. If the intercooler and piping results in a 20 hp loss, then we have broken even with the temperature drop.