Jalopnik: supercharger

LeMons Team Crafts Wind-Powered Supercharger

Ben Wojdyla — Fri, 30 Oct 2009 09:30:00 EDT

LeMons competitors Freerange Racing's unveiled their "perfected" wind-powered supercharger. Made from HVAC ducting blades connected to a flex plate, geared to a starter shaft and turning a 14L semi turbo. Pushes 1PSI of boost at 65MPH and looks delightfully dangerous.

Though the likelihood of this contraption making it through tech inspection at the upcoming Thunderhill race is infinitesimally small, you have to admire the ingenious dumbulence of this thing. It's hard to imagine razor sharp spinning blades leading to anything good when mounted to a $500 race car. It probably creates more drag than it overcomes with power, and it's a clattering madness-maker but wow, talk about cool. [24 Hours Of Lemons Forums]

Electric Supercharger Aimed At Improving Efficiency, We Have Other Ideas

Ben Wojdyla — Tue, 22 Sep 2009 11:00:00 EDT

Controlled Power Technologies has perfected one of the holy grails of forced induction, the electric supercharger. While they're partnering with Ricardo for a compact 1.2-liter super-efficient engine, we like the idea of a V8 making otherworldly power.

Electric supercharging isn't a new idea. The idea of having a supercharger completely decoupled from engine RPM, able to be packaged almost anywhere, and not introducing parasitic losses to the engine. The only problem was the power electronics and high electrical demand. There have been 72 volt prototype units in the past but nothing ready for prime time. Controlled Power Technologies has tackled the problem and produced what they call the Variable Torque Enhancement System which runs on the standard automotive 12V system. It can be strapped to almost anything and in the 1.2-liter four cylinder they've built it demonstrates a 50% increase in torque below 3,000 RPM compared to its previously turbocharged figures.

Okay, we get it, everything these days is about being green and saving fuel and that kind of stuff, that's great. If that's what it takes to generate these innovations so be it. But immediately anyone with the slightest bit of imagination and motors on the mind will want to throw that thing on a V6 or a fat V8 and produce bonkers power off the line. If there's one piece of engineering that comes out of the Carpocalypse in widespread use, we're dearly hoping this is it.

Electric supercharging provides vital boost for low cost low carbon vehicles

One of the most cost effective steps that can be taken by vehicle manufacturers to reduce fuel consumption and CO2 emissions is to fit an electric supercharger in combination with smaller petrol (gasoline) or diesel engines and taller gearing says Controlled Power Technologies.

Following years of product development and the application of the very latest power electronics, the company's innovative electric supercharger known as VTES or Variable Torque Enhancement System has been incorporated in a major project by engine developer AVL and will also feature in the Ricardo-led £3m ‘HyBoost' programme announced by the Technology Strategy Board on 9 September 2009. Both projects are seeking to maximise powertrain efficiency at the lowest possible cost.

The fully developed and production-ready device could prove timely in helping car makers meet EC directives to cut average CO2 emissions from new cars to 130 grams per kilometre by 2012 and to 95 grams per kilometre by 2020. There are heavy fines for non-compliance. This means that by 2020 new cars will have to emit on average 40 per cent less CO2 than they do today. An electric supercharger could prove a key component for meeting these requirements. It could also benefit novel internal combustion engine concepts currently in development, which often demand forced air induction.

Unlike a crankshaft driven supercharger or exhaust driven turbocharger, which similarly boost the performance of a downsized engine, an electric supercharger operates independently of engine speed. This crucial difference means the technology is perfectly suited to maintaining vehicle transient performance and driveability - now widely recognised as a critical marketing issue for any car maker contemplating radical downsizing of an IC engine to maximise fuel efficiency.

"Motorists must feel confident that they can safely keep up with the flow of traffic and will have certain minimum expectations when it comes to vehicle performance," says CPT engineering director Guy Morris. "This includes the need for an immediate torque response when stepping on the accelerator pedal. As Lord Drayson, Minister for Science and Innovation, put it at the recent Low Carbon Vehicle conference ‘there's little public appetite for poorly performing cars, whether they are environmentally friendly or not. People want performance and efficiency'. Electric supercharging also avoids the enormous expense and complexity of integrating an electric motor directly into a powertrain to create a mild or full hybrid electric vehicle."

Increasing the efficiency of the powertrain through extreme downsizing is fast becoming a widely-recognised near term solution for both petrol and diesel engines. Unfortunately, downsizing the engine and increasing the gearing, while hugely beneficial for fuel economy and carbon emissions, tends to leave a massive torque deficit, particularly at low engine revs. Finding cost-effective technology to overcome this issue is a universal problem facing engine developers.

CPT says electric supercharging offers performance and driveability as yet unmatched by other air charging methods. Tests confirm that when applied to a radically downsized and down-speeded engine, the VTES system dramatically increases transient response, delivering significantly more torque thereby enhancing a car's driveability at low engine speeds.

For example, when applied to a radically downsized 1.2-litre turbocharged engine, VTES delivers in excess of a 50 per cent increase in torque at engine speeds below 3,000rpm, more than compensating for insufficient power from the exhaust turbine. Significantly, more than 90 per cent of the available torque is delivered in less than a second. Compared with a 1.6-litre naturally aspirated engine, the downsized engine with electric supercharger reduces the 70-100kph (44-63mph) top gear acceleration time from 18 to 11 seconds.

"Even though engines equipped with a conventional mechanical supercharger or exhaust driven turbocharger have seen significant improvements in their dynamic behaviour at low engine speeds, they are fundamentally dependant on engine speed for their operation," says CPT senior engineering manager Mark Criddle. "Even state-of-the-art systems struggle to satisfy this critical customer requirement for driveability. And while series boosting solutions are gaining popularity because of their extended low speed capability, their dynamic performance is still linked to engine speed and air mass flow rates. The alternative method of boosting performance by integrating an electric motor between the engine and transmission to create a mild hybrid is a costly exercise and difficult to package in front wheel drive vehicles."

CPT's electric supercharger provides a viable low cost micro-hybrid solution, significantly increasing an engine's air charge density over the critical first 10 combustion cycles of a low speed transient. Fitted with a low inertia compressor, the supercharger accelerates from idle to its maximum speed of 70,000rpm in less than a third of a second enabling even a turbocharged engine to achieve full load torque within one second at very low engine speeds. This fast dynamic response and rapid air boosting enables the system to react instantly to high transient load conditions, delivering up to 25kW (33bhp) of additional power at the crankshaft. This is more than enough to compensate for any turbo lag and more cost effective than integrating a 25kW electric motor into the powertrain since only a 12-volt alternator and battery system is required.

"Fast response air-boost systems are essential for delivering radically-downsized engines," says Morris. "Even the most dynamically optimised turbocharger cannot deliver an air-side response approaching the capability of the latest fuel injection technology. The consequence is ‘air limited' combustion, which imposes many compromises on the engine developer."

The combination of a highly dynamic electric supercharger, which CPT recommends in series with a conventional exhaust driven turbocharger makes it relatively easy to optimise the overall response of the system, compared to other air charging methods. The VTES technology can also help reduce soot and particulate emissions from diesel engines, particularly when the driver accelerates at low engine revs, which, in turn, creates an opportunity to reduce the size and cost of the diesel particulate filter (DPF).

"Our electric supercharger is an ideal enabling technology for the extreme engine downsizing being advocated by European carmakers," adds Criddle. "The system has been designed to be sufficiently flexible to enable use of a common solution across a wide range of gasoline and diesel engine platforms. It delivers the required economies of scale and complements the micro-hybrid strategy of using the existing 12-volt vehicle architecture as an economic alternative to higher voltage ISG based torque assistance."

CPT's electric supercharger has received a powerful boost (no pun intended) recently from two major projects, in which the adoption of this innovative technology has been recognised for the development of ultra-efficient low carbon vehicles. It will feature in the Ricardo-led £3m ‘HyBoost' project backed by the Technology Strategy Board as a part of the UK government's investment programme to speed up the introduction of low carbon vehicles onto UK roads. The electric supercharger also features in a major project by AVL, another leading independent engine developer, which has produced a demonstrator vehicle with the driveability of a significantly larger capacity gasoline engine, whilst meeting the industry's holy grail of reducing CO2 levels to that of an equivalent diesel powertrain.

Having demonstrated its electric boosting system at the Cenex Low Carbon Vehicle conference held at Millbrook on 9-10 September 2009, CPT is further showcasing the technology when it makes its annual pilgrimage to the international supercharging conference held in Dresden this week on 24-25 September 2009, where it will again meet with the world's leading engine developers and industry experts following its technical presentation on VTES in 2008. Meanwhile, CPT says it's progressing a number of confidential development contracts that will lead to commercial applications, initially for small and medium volume production, and will continue to work with the industry's powertrain developers to verify and validate the benefits of electric superchargers.

Controlled Power Technologies was set up in 2007 as a management buy-in funded by venture capital initially to acquire advanced powertrain technologies from Visteon Corporation and its technology development partner Emerson Corporation. CPT comes with a highly experienced team of automotive engineers and is backed by a number of prominent investors specialising in the energy and environmental sectors. Further information on Controlled Power Technologies is available at www.cpowert.com

2010 Range Rover Sport Gets 510 HP Supercharged V8

Wes Siler — Wed, 08 Apr 2009 08:45:00 EDT

What's more ridiculous than a sport-oriented SUV? How about a 510 HP 2010 Range Rover Sport? It gets the new 5.0-liter supercharged V8 from the 2010 Jaguar XFR. When did Range Rover become a pussycat?

Press Release:

Unrivalled capabilty and dynamics from the 2010 Range Rover Sport.

• All-new efficient and powerful LR-V8 engines.
• LR-V8 5.0 liter Supercharged .
510 bhp and 461 lb/ft torque.
• 5.0-liter V8 naturally aspirated.
375 bhp and 375 lb/ft torque

• Striking exterior design changes create a more stylish and sporting look.
• Redesigned interior bringing new levels of refinement and craftsmanship.
• Steering wheel with paddle-shift gear change on Supercharged model.
• Chassis refinements including active damping, new brakes and updates to the Terrain ResponseTM system, bringing even greater breadth of capability.
• Cutting edge technologies including available surround camera system with tow assist, and a high beam assist option.

"The Range Rover Sport's performance, ride and handling have been transformed with the introduction of new engines, transmission and chassis systems. Combine these enhancements with the contemporary style and luxury of the revised interior, and it's clear that the Range Rover Sport remains the only choice as the quintessential SUV sports tourer," says Phil Popham, Land Rover Managing Director.

The Range Rover Sport reaffirms its status as the most exciting and dynamic member of the Land Rover range with a comprehensive package of engineering and design changes for the 2010 model year. The vehicle's stylish new appearance signals the transformation under the skin, which includes two powerful and efficient new engines - the LR-V8 naturally aspirated and LR-V8 5.0-liter Supercharged, enhanced levels of interior craftsmanship and refinement, and significant improvements to both on-road and off-road driving dynamics.

A comprehensive program of chassis system modifications has transformed the Range Rover Sport's on-road dynamics, while also delivering a substantial improvement in its off-road capabilities.

The introduction of new systems such as Adaptive Dynamics, working in conjunction with existing Dynamic Response on Supercharged models, and the addition of the road-focused Dynamic program to the Terrain ResponseTM system help enhance agility and ride quality. Further improvements to the Terrain ResponseTM system ensure that off-road capability is kept at the expected class-leading level.

The Range Rover Sport's stylish, muscular exterior has been updated to provide a cleaner, more sculpted feel. Striking signature LED headlamps combine with a new two-bar grille, front bumpers and fenders to create a more sporting and aerodynamic stance. At the rear, new light clusters and a revised bumper design mirror the smoother front-end.

The interior has been comprehensively redesigned, using higher quality materials, soft-touch finishes and superior craftsmanship to create a premium environment which is truly worthy of the Range Rover brand.
"The Range Rover Sport has generated a passionate following among customers who require the performance and refinement of a true sports tourer, but who value the formidable off-road ability of a Land Rover. Now that we have widened its range of capabilities even further, the following for the Range Rover Sport looks set to grow stronger still," says Phil Popham.

"Both the new LR-V8 engines are suited to the sporting character of the Range Rover Sport, providing generous low-end torque and spirited performance along with levels of refinement worthy of the Range Rover name." says Phil Hodgkinson, Product Development Director.

New engines deliver exceptional performance and refinement.
The most significant changes on the 2010 Range Rover Sport are to its powertrains. The vehicle benefits from two powerful new engines: 510bhp LR-V8 5.0-liter supercharged and a 375bhp LR-V8 5.0 liter naturally aspirated engine.

The LR-V8 engines are all-new and designed by the Jaguar Land Rover powertrain team using an impressive collection of state-of-the-art technologies. They were developed with an emphasis on delivering a smooth, refined and responsive performance, without a corresponding increase in fuel consumption. Both meet the stringent ULEV2 emissions standards.

"We have given the Range Rover Sport two truly state-of-the-art new powertrains. Each engine – whether supercharged or naturally aspirated – delivers outstanding performance and refinement."
Ron Lee, Group Chief Engineer, Powertrain.

The performance of the all-new naturally aspirated LR-V8 is now a virtual-match for the outgoing 4.2L supercharged engine The new naturally aspirated vehicle completes the 0-60 mph sprint in 7.2 seconds (just 0.1 seconds off the pace of the outgoing supercharged unit). For those who want the ultimate performance Range Rover Sport, there is now the all-new LR-V8 5.0L Supercharged, which is propelled from rest to 60 mph in an impressive 5.9 seconds.

The engines were developed in conjunction with Jaguar - the first time engines have been designed from the outset with the requirements of both brands in mind. Shared primary objectives included the highest possible torque and fast response from low revs.

Although the basic engine architecture is the same for each brand, Land Rover engine requirements differ to satisfy demanding all-terrain needs . For example, they feature a deeper sump to accommodate the extreme tilting angles that Range Rover Sport may be subjected to off-road. In addition, belt drives are waterproofed, as are the alternator, air conditioning compressor, power steering pump and starter motor.

All-new LR-V8 engines deliver outstanding performance and efficiency.
• All-new 5.0-liter V8 design with 510bhp SAE supercharged and 375bhp SAE naturally aspirated versions.
• 510bhp engine has 29 percent* more power and 12 percent* more torque than previous 4.2-liter supercharged engine.
• 375bhp engine has 25 percent* more power and 19 percent* more torque than previous 4.4-liter engine.
• Conforms to stringent ULEV2 emissions regulations.
• Multi-hole central spray-guided direct injection is highly efficient – industry first.
• High efficiency, 6th generation Eaton™ twin-vortex supercharger.
• Torque-actuated variable camshaft timing on all four cams in V8 engine – industry first.
• Camshaft profile switching and variable length inlet manifold optimizes power and torque.
• Reverse cooling improves engine efficiency and speeds cabin warm-up.
• Class-leading, low-friction design features.
• Lightweight construction uses recycled materials.
• 15,000 mile (24,000 km) service intervals.

Direct injection – increased power and torque, low emissions.
One of the key features of the new LR-V8 is an industry first, centrally-mounted, multi-hole, spray-guided fuel injection system, delivering fuel at a pressure of up to 150bar (2175 psi) directly to the cylinder. The positioning of the injectors ensures fuel is precisely delivered to the center of the combustion chamber, maximizing air-fuel mixing, and improving combustion control.

Fuel is delivered by twin, high pressure fuel pumps driven via an auxiliary shaft in the all new engine block. Delivery of fuel direct to the cylinder has substantially contributed to improved low speed, dynamic response which is particularly useful off-road while adding to driving pleasure on-road. The charge cooling effects of the direct injection fuel system have allowed the compression ratio of the naturally aspirated engine to be raised to 11.5:1, further improving the engine economy.

During the engine warm-up phase, the combustion system employs multiple injection mode strategies to deliver 50 percent more heat for fast catalyst warm-up and reduced emissions.

New variable camshaft timing system boosts engine torque, saves energy.
A new type of variable camshaft timing system (VCT) introduces another industry first. The four VCT units are activated by the positive and negative torques generated by opening and closing the intake and exhaust valves, instead of by oil pressure. This has allowed the engine oil pump to be reduced in size, saving energy and reducing fuel consumption.

VCT units work independently on all four camshafts with 62 degrees of authority on the inlet cams and 50 degrees of authority on the exhaust cams. Timing is optimized by the engine control unit for torque, power and economy at every point in the engine's speed range.

The response rate of the new VCT units is 25 percent higher than before with actuation rates in excess of 150 degrees per second. This delivers a more immediate engine response to the driver's demand.
6th generation supercharger – quieter and more efficient.

A sixth generation, Eaton™ twin vortex system (TVS) supercharger is fitted to the 510 bhp engine. A compact Roots-type unit it feeds air through twin intercoolers which in turn are water-cooled by their own cooling circuit. The high helix rotor design both improves the supercharger thermodynamic efficiency by 16 percent. It also improves noise quality to the point where the unit is now almost inaudible. The intercoolers reduce the temperature of the pressurised intake-air and so optimize power.

The air intake has been radically redesigned compared to the previous V8. The intake air path is a direct feed to the supercharger inlet from the centrally mounted front throttle body. Air is delivered through twin air boxes which reduce flow loss and further increase efficiency. Mechanically, the new supercharger and its intercoolers are efficiently packaged in the V of the engine to deliver a low overall engine height.

Warm up quickly with reverse flow cooling.
The search for greater efficiency has in some areas led to a complete rethink of fundamental engine design concepts. An example is the innovative reverse flow cooling system which delivers thermodynamic and friction improvements. The new design means coolant is pumped through the cylinder heads before flowing through the block and returning to the radiator. Since the cylinder heads remain cooler, the knock threshold is pushed back allowing greater optimization of ignition timing for improved efficiency.

In addition, the 22 kW oil to water heat exchanger, packaged at the core of the engine, transfers heat from the coolant to the lubricating oil during warm up, bringing the oil up to operating temperature 14 percent faster than the previous cooling system. This 'reverse flow' approach substantially improves fuel consumption in the crucial engine warm-up period and helps warm the cabin more quickly.

Strong and compact.
The new LR-V8 engines are built around a stiff, all new, aluminium block with cast-in iron liners and cross-bolted main bearing caps, to reduce noise, vibration and harshness. For the first time at Land Rover, the blocks are high pressure die-cast rather than sand-cast, providing a superior finish and dimensional greater accuracy. The engines also have aluminium heads, with four-valves per cylinder and strong, spheroidal-graphite cast-iron crankshafts and steel connecting rods. The cylinder heads and blocks are manufactured using recycled aluminum alloy for the first time, thus reducing the environmental impact of manufacturing the new engines.
The new direct injection engine is more compact than its predecessor. Overall engine length has been reduced by relocation of the oil pump within the engine architecture.

Reduced internal friction combats CO2.
Internal friction, a major contributor to increased fuel consumption and CO2 emissions, has been targeted by careful design of the engines' components. As a result, the Range Rover Sport's new LR-V8 achieves another best in class, for crank train friction.

All engine bearings were the subject of an extensive optimization, reducing friction without compromising reliability. Diamond-Like Carbon coating (DLC) has been used to reduce friction on the fuel pump tappets and a solid film lubricant has been used to coat the piston skirts.

Land Rover has developed a unique, intelligent oil-pump pressure relief valve (PRV) which senses oil pressure deep in the engine's oil galleries to more accurately control oil pump delivery. As a result, oil pump frictional losses are reduced during the warm-up period.

The engine has also been designed around a 5W-20 semi-synthetic oil. The new oil has a lower viscosity, primarily at low temperatures, reducing parasitic losses in the engines and contributing to an extension in service intervals from 7,500 miles to 15,000 miles or 12 months. The new LR-V8 engine is also fitted with an electronic oil level indicator for added peace of mind.

Responsive new transmission.
Both LR-V8 engines on the Range Rover Sport are mated to the revised and super-smooth ZF HP28 6-speed automatic transmission. Its characteristics have been optimized by Land Rover engineers to provide class-leading response, with rapid and refined shifts. The dramatic enhancement of both power and torque low down the rev range on the new engines have made it possible to actuate the transmission's lock-up clutch much earlier in each gear, reducing slip through the hydraulic torque converter, so helping with improvement in both fuel consumption and CO2 emissions.

The transmission features an intelligent sport mode, which can sense and adapt transmission characteristics to particular driving styles. For the first time on the Range Rover Sport Supercharged, the driver can change gears manually with a steering wheel mounted paddle-shift.

Transformed vehicle dynamics
A comprehensive program of chassis refinements has been introduced to the Range Rover Sport for 2010. The enhancements transform the dynamics and handling characteristics of the vehicle, allowing drivers to fully exploit the capabilities of the new, high performance engine line-up.

Adaptive Dynamics system
The 2010 Range Rover Sport features a new Adaptive Dynamics System, which works in conjunction with the existing Dynamic Response system to enhance control of the vehicle's ride and handling.

Land Rover has employed the world's first production system for this computer model-based predictive technology, which continually optimizes damper settings for the widest possible range of conditions. Conventional dampers are replaced by precision DampTronic Valve Technology™ damper units, which incorporate continually adjustable damper-valves.

The predictive technology enables damper settings on each wheel to be continuously refined between 'soft', comfort oriented settings and 'hard', firm body control settings; damper pressure on each wheel is monitored 500 times per second. The system optimizes the vehicle's body and ride control, instantly responding to both the demands of the prevailing driving style and of the terrain encountered, in both on and off-road situations.
Greater driver involvement through the wheel.

Steering response is improved on the Range Rover Sport with the stiffening of the front suspension lower arm forward bushing, enhancing the sense of driver involvement with the vehicle at higher speeds.

The revised variable ratio steering rack complements this by improving stability at high speed cruising – and increasing sensitivity at higher lock angles.

Braking system gets more power and feel.
The Range Rover Sport is equipped with a new braking system which has been comprehensively updated to provide enhanced stopping power and improved driver feel.

The brakes for the naturally aspirated vehicle are modelled on the 4-piston opposed caliper performance system from the outgoing Supercharged model. The updated system employs 14.2-inch (360mm) ventilated front discs with new twin piston sliding cast-iron calipers for enhanced pedal feel. The rear features 13.8-inch (350mm) ventilated discs with lightweight aluminum single piston sliding calipers.

The braking system for the Supercharged model has been developed in conjunction with performance brake specialists Brembo™. This system employs 15-inch (380mm) ventilated front discs with unique lightweight aluminum six-piston opposed action monoblock calipers. 14.3-inch (365mm) ventilated discs with single piston sliding calipers are fitted at the rear.

Enhanced emergency braking.
Models fitted with the Adaptive Cruise Control option also benefit from a new Advanced Emergency Brake Assist system, which is designed to detect the driver's responses to a potential emergency situation.

Working in conjunction with the Forward Alert System's radar, Advanced Emergency Brake Assist primes the vehicle's braking system, and even initiates braking in extreme circumstances if a collision is judged possible. Valuable improvements in braking distances have been recorded in the testing of this system.

Greater control and safety around corners.
A refinement to the dynamic stability control system helps automatically slow the vehicle if taking a corner too fast, thus enhancing driver control.

The system operates according to steering inputs from the driver. In extreme cases, automatic braking intervenes to help reduce the vehicle speed, with the braking pressure level applied according to the steering inputs.

This feature is complemented by the new Roll Stability Control system, which is designed to intervene in the unlikely case of an extreme situation in which the possible onset of a rollover is detected. In such situations, the system is designed to take over and perform very rapid, wheel specific braking, to help reduce speed and marginally widen the cornering radius.

In more extreme cases the system is designed to initiate marginal understeer by sharply increasing brake force on the outer wheels, again widening the turning radius.

Updates for award-winning Terrain ResponseTM and Hill Descent Control.
For the 2010 Range Rover Sport, Land Rover's award-winning Terrain ResponseTM system gains new features and refinements, further extending the vehicle's all-terrain capability.
Most significantly, the Terrain ResponseTM system now includes a new 'Dynamic' program, designed for sporting on-road driving.

Dynamic program delivers a responsive driving experience.
When the driver selects the new Dynamic program, the Terrain Response™ system tailors the vehicles chassis and powertrain settings to deliver a more sporting and responsive driving experience. Tighter body control and quicker steering responses are achieved by adjustments to the Adaptive Dynamics system, while the accelerator pedal mapping, dynamic stability control system and gear-change settings are also given more sporting characteristics.

The Dynamic program has also been specially tuned to take advantage of chassis changes to the supercharged model which is designed to deliver improved driver confidence at higher speeds. The changes include a 20% stiffer rear roll control bar, and further revisions to the steering system, suspension bushings and wheel alignment settings.

Coping with tougher conditions.
For soft sand – one of the most power-hungry surfaces – 'sand launch control' has now been introduced, which makes for noticeably easier drive-away. New, speed-dependent wheel-slip targets for the traction control system permit only very limited initial wheel-slip, helping to prevent the wheels digging down into the sand.

New for Range Rover Sport, revisions to the rock crawl program improve brake and traction control response times, helping to reduce the vehicle's wheels rolling in an unintended direction when traversing boulders, and giving a more composed drive through rocky terrain.

Land Rover's much-acclaimed Hill Descent Control system is enhanced on the latest Range Rover Sport with the addition of Gradient Release Control. This inhibits the initial rate of acceleration when descending very steep inclines, to increase control when braking is released at extreme angles.

More sporting design for a more sporting vehicle.
"We have given the Range Rover Sport a cleaner, more muscular appearance which is the perfect complement to its new range of high performance engines. Striking new signature LED headlamps, a two-bar grille and a larger air intake create a bold new frontal graphic which helps to reinforce the vehicle's athletic stance."
Design director, Gerry McGovern

The new design theme for the 2010 Range Rover Sport emphasises its position as the most dynamic model in the Land Rover range, creating a sporting, cleaner and more sculpted appearance.

At the front, new signature LED headlamps provide a technical focal point, and feature Range Rover inspired interlocking circle lamps. With a new two-bar grille and larger air intake, the vehicle's frontal graphic is much more slim, athletic and low-slung.

The new front bumper blends with redesigned front fenders to form a simple, sculpted surface, offering improved aerodynamics and a lower, more sporting visual stance.

The side view of the vehicle features new two-stripe LED indicators, along with redesigned two-section fender vents. Color coded door mirrors complete the visual changes.

At the rear, Range Rover inspired light clusters create a fresh new look, while the smooth and sculpted bumper design mirrors the style of the front-end.

New front wheel deflectors help reduce drag and new 19 and 20-inch tires are available on Range Rover Sport, optimized for rolling resistance and improved tire wear.

Premium interior environment.
The interior has been comprehensively redesigned, and features significantly improved standards of quality and craftsmanship.

The cabin retains its popular cockpit feel but incorporates higher quality materials, sumptuous soft-touch finishes and superb detailing throughout the interior. Leather is used extensively on major surfaces, in a wider choice of colors. To create a more sporting feel, rich dark shades 'sandwich' narrow sections in lighter tones, and the effect is completed by a generous selection of stylish wood finishes.

The soft-touch fascia is all new, with a smooth and clean-looking design that can be wrapped in stitched, premium grade European leather. It features an architectural beam that runs across the width of the cabin, supported by natural wood finish pillars.

To enhance the clean look of the interior, the fascia now has 50 percent fewer switches; the switches themselves now feature noble accents. The signature roller-shutter cup-holder cover is now finished in a high-quality metallic sheen.

There are new seats front and rear, which feature a deeper, more sculpted shape; electrically adjustable side bolsters are available on the front seats for the first time.

New ambient lighting adds to the premium qualities of the cabin, with the introduction of white LEDs to cast subtle halos around interior door handles and pockets, as well as on the fascia and center console area.

Cutting edge vehicle technologies.
"The 2010 Range Rover Sport features a host of new technologies that will really enhance the driving and ownership experience for our customers. But in each case the complexity is hidden from view – we've made every system intuitive and simple to use."
Stuart Frith, Chief Program Engineer.

The latest Range Rover Sport incorporates a comprehensive range of state-of-the-art technologies, designed to improve comfort, convenience, safety and security for all vehicle occupants.

Infotainment systems and displays.
A new hard-drive navigation system provides faster route calculation and improved system reliability.
The navigation system adopts an easy-to-use navigation structure which now also features 'towards guidance.' This supplements the junction map and icon-based information with details of the actual road signage viewed by the driver along the route.

The new Portable Audio Interface allows connectivity to an array of personal audio storage devices, USB sticks and MP3 players, enabling the various devices' functions to be accessed and controlled via the facia-mounted touch-screen system. One of the connectivity ports is a dedicated iPodTM point made exclusively by Land Rover, for continued functionality in extreme driving conditions, by helping to prevent the device coming loose from the socket.

A new 5-inch Thin Film Transistor (TFT) driver information screen is also introduced with the 2010 Range Rover Sport. Sitting within the instrument cluster, the message center display ensures key information is communicated in a clean, simple and user-friendly manner.

Improving safety and security.
Outside the vehicle, convenient and relevant new systems enhance safety and security.
The Range Rover Sport now offers a sophisticated new remote key which offers both Keyless Entry and Push Button Start.

A new Surround Camera System supports easier parking and towing. It features five digital cameras which relay a near 360-degree view to the touch-screen display. The cameras function immediately as the vehicle is started, and have options for selecting and zooming in to assist with close quarter parking and with towing.

The patented reverse 'tow assist' and tow hitch assist functions (selected from the touch screen menu) help perform accurate towing maneuvers. The wide fields of vision on the side cameras give a clear view of the reversing trailer and the images are electronically manipulated to provide an undistorted view. Guide lines overlaid on the rear camera image illustrate both the vehicle and trailer's trajectory and these move in line with steering inputs, making it easier for the driver to predict where the trailer will move to, before performing the reversing maneuver.

Specific characteristics such as type of trailer, number of axles and width guides can be fed into the system to enhance the system outputs.

The Range Rover Sport's new LED front headlights incorporate available High Beam Assist technology. This can automatically switch on high beam headlights where external light levels are below the system's threshold. Importantly, the system is also designed to detect preceding and approaching traffic, and in a split second will automatically switch back to low beam to avoid dazzling others.

Nice Price Or Crack Pipe: $7,500 For A Supercharged Chevy Citation X-11?

Murilee Martin — Mon, 19 Jan 2009 08:00:00 EST

It might be cool… but is it worth the price? 71% of you think that $3.5 million is a good deal for this 1938 Maybach, and today we're going with a more affordable machine.

We've seen that it's possible to stuff a Cadillac 4.9 V8 into an X-11 Citation and it goes without saying that we totally approve of that project. However, the supercharged 3800 V6 engine is easy to find, fits nicely under the Citation's hood, and belts out more power than the lamentably semi-sucky Cad V8. How much power? Well, get yourself a Series II supercharged 3800 and you'll have 205 horses ~~torque-steering your Citation into the nearest concrete object~~ launching that sub-2,500-pound X-11 like it's got JATO assist! That's what we've got here: a pretty clean-looking '85 Citation X-11 with a Series II blown V6, and all for just $7,500. Think that's a good price?
[Craigslist Tampa Bay, go here if ad disappears. Thanks to Nick for the tip!]

REPORT: Lotus Evora SC Coming With 350 HP Supercharged Engine

Wes Siler — Thu, 08 Jan 2009 13:30:00 EST

Lotus is planning to add a supercharger to its upcoming Evora 2+2. That's a good thing, because they’re also planning versions with an automatic transmission and an electric convertible top.

The stock Lotus Evora, which will be launched in the Spring, uses a 3.5-liter Toyota V6 making 276 HP and 252 lb-ft of torque. That’s enough to shove the 2,976 Lb Evora to 60 MPH in 5.5 seconds and onto a 160 MPH top speed.

According to a factory insider speaking to Autocar

We’ve already had a blown version of the V6 engine running on a bench...it delivered 350bhp and 290lb ft of torque [up from 252lb ft in the standard car] without any modifications at all.”

That should be enough to move the 0-to-60 time for the 2011 Lotus Evora SC to well below 5 seconds and bump the top speed up to around 175 MPH.

That’s good news for performance enthusiasts, traditionally Lotus’s core market, but the Evora is the company’s attempt to crack the American market in a big way and, as such, it plans two other versions that are, well, a bit softer.

According to Autocar, first up is a stock Evora equipped with a torque converter automatic. No, you didn’t read that wrong. Expect the Auto to reach US shores some time next year. Following that will be a roadster version. But instead of equipping it with an Elise-like fiddly manual top, the Evora is getting an electric one.

“At the £50,000 price point customers expect an integrated electric roof mechanism,” Autocar’s source said, “and that presents packaging challenges for us.” [via Autocar]

SMS Supercharger Boosts Hemi Horsepower By 45% In Challenger, Charger

Andrew Stoy — Fri, 08 Aug 2008 13:00:00 EDT

SMS, Steve Saleen's new operation, wants to sell 2005-09 Mopar Hemi owners a supercharger that the company claims can bump underhood horsepower by as much as 45%. The SMS 296 supercharger has some unique features, including an internal intercooler and a low profile, letting the blower sit between the cylinder banks and fit entirely under the hood. Obviously, we can't verify any of the company's output claims, but if they'd send us a Challenger so-equipped, we'd be happy to amend this post with full test results. Steve? Anyone? Full release with specs after the jump.

Orange County, California. (August 7, 2008) Automotive icon Steve Saleen and his new company SMS are proud to introduce the first product in the SMS line of ultra-high performance technical parts, the SMS 296 Supercharger™, designed, engineered, manufactured and assembled in-house at our 150,000 square foot facility. Mopar owners of 2005 to 2009 HEMI 5.7 and HEMI 6.1 vehicles are now able to boost under hood horsepower by up to 45% with innovative new dual-screw supercharger (patent pending).
With over 30 years of racing experience Steve Saleen and the SMS design and engineering team have created the ultimate supercharger for Mopar enthusiasts. Now the aftermarket community can take advantage of the SMS 296 Supercharger™, which will be standard equipment on the highly anticipated 2009 SMS 570 Challenger™ and SMS 570X Challenger™, with power ratings from 500 to over 700 horsepower respectively!

The SMS 296 Supercharger™ is packed with innovative features created by SMS engineers to provide optimum boost in an exceptionally compact package.

At the top of the list is the Delta-Frame™ internal intercooler (patent pending), with dual thin-core intercoolers and single-pass coolant flow. The intercooler design provides for a considerable increase in surface area, which has the effect of minimizing pressure drop and optimizing thermal characteristics. The intelligent configuration also acts as a mechanical diverter for effective air transfer into the ports, while the angled manifold enables packaging of runners that are much longer than in conventional layouts.

The long intake runner optimizes airflow efficiency and provides the SMS 296 Supercharger™ with an extremely low profile. This arrangement means that it nestles comfortably within the V, and under the stock hood of all applications, as well as accommodating a bypass system for 3-way cruising off-boost.

At the heart of the supercharger are the asymmetric multi-lobe compressor screws, which are machined in-house by SMS on state-of-the-art CNC equipment. The screw concept is among the most efficient of all supercharger configurations. However, it is also one of the most challenging to manufacture.

In order to minimize parasitic losses, it is crucial to maintain incredibly tight tolerances between the profiles of the asymmetrical lobes. Running dry at speeds of up to 16,000 rpm, there is no room for error. In finishing the screw profiles, the SMS flexible CNC machining facility is working to exacting tolerances. The flexibility of the equipment also means that changes in the screw profiles can be accommodated for different applications.

The innovations on the SMS 296 Supercharger™ carry through to its exterior, with SMS Tailor Made™ custom finishes and powder coat color options to match most Mopar colors. Now enthusiasts can match the impact under the hood with the one at the rear wheels.

The complete SMS 296 Supercharger™ aftermarket assembly looks great and installs easily under the stock hood of all applications including; the Dodge Challenger SRT-8, Dodge Challenger R/T, Dodge Charger SRT-8, Dodge Charger R/T, Dodge Magnum SRT-8, Dodge Magnum RT, Chrysler 300C SRT-8, Chrysler 300C, Jeep Grand Cherokee SRT-8, and Select 5.7L Hemi Dodge Trucks.

Please visit www.smssupercars.com for more information. For a broad understanding of the workings of superchargers please visit http://en.wikipedia.org/wiki/Supercharger

SMS Sales 714-400-2121 x216

SMS 296 Supercharger™ key features: Patent Pending

* SMS-2955 cc / 180 cu. in. Displacement
* SMS-Integrated Front Drive/Induction Combo
* SMS-Dual Screw Configuration
* SMS-Asymmetric Multi-Lobe Compressor Screws
* SMS-Delta-Frame™ Internal Intercooler Configuration, Patent Pending
* SMS-Remote Drive 8-Rib Pulley and Dampener
* SMS-Internal High-Volume By-Pass Valve
* SMS-Low-Profile High-Volume 10 Inch Long Runners
* SMS-Dual Thin-Core Intercoolers with low pressure drop
* SMS-Single-Pass Intercooler Coolant Path
* SMS-Symmetric CNC Intercooler Caps with integrated coolant passages
* SMS-High-Volume Intercooler Water Pump with recovery tank
* SMS-High-Volume Heat Exchanger with all hardware
* SMS-80 mm Venturi with high-flow air filter
* SMS-88 mm Cold Air Inlet Tube
* SMS-SuperTune OBD Compliant Calibration and Program Tool
* SMS-Extruded Aluminum Fuel Rails with upgraded fuel injectors where applicable
* SMS-Ultra-Light Weight Aluminum Construction
* SMS-Stainless Steel Fasteners
* SMS-Instruction Manual
* Utilizes factory throttle body and hood

[SMS]

Jeeves, Fetch My 1040 HP Rolls, Would You?

Ben Wojdyla — Mon, 21 Jul 2008 12:20:00 EDT

Bugatti Veyron? Gauche. Bentley Continental T Red Badge? Slow. Rolls Royce Phantom? Piteously un-British. Why would you choose any of these rides when a 1040 HP, blown 592 Hemi-motivated, four-passenger Rolls Royce Silver Shadow is at your beck and call? We'll pause while you do a double take. That's right, this Silver Shadow has been fortified with a leather-bound roll cage, massive sticky rubber, an array of billet goodies, more gauges than a 2010 Chevy Camaro, and 592 cubic inches of good times.

Hey, there's even a little TV in the back, so you can watch as you sip champagne through a straw while your driver pulls off 9 second quarters. We love how even the fuel cell is covered in leather — how properly British. The owner of this monster hasn't yet been determined, but we suspect he wears a monocle etched with racing stripes. [SouthFloridaStangs and Pistonheads]

Roush Announces New Supercharger for Mustang GT, 700 HP For Five Grand!

Ben Wojdyla — Fri, 11 Jul 2008 15:45:00 EDT

Let's say you've got a current generation Ford Mustang GT that doesn't get you excited any more and a couple grand taking up space under your mattress. Roush Performance can solve both of your problems with the addition of a new supercharger dubbed the TVS2300 ROUSHcharger. For around $5000, Roush will provide you a kit of parts which, when properly assembled and tuned, develop more than 700 HP. Holy. Crap. The cool part about the kit is if you already have a Roush supercharger, this kit can take advantage of some of the parts and save you cash. Details, and musings after the jump.

We're going to get serious here for a second. This kind of thing should almost be illegal. For the cost of a used 'Stang and five G's, anyone can rock out with something like 700 HP? That's insane. That's unbelievable. That's making us reach for the Autotrader!

UNLEASH UP TO 700 HORSEPOWER WITH NEW TVS2300 ROUSHCHARGER®
LIVONIA, Mich. (July 10, 2008) - ROUSH® Performance has always been the
leader in powertrain performance and with the introduction of the new
TVS2300 ROUSHcharger® it is possible for owners of any 2005 to 2009 Ford
Mustang GT to inject up to 700 horsepower under the hood.

The new TVS2300 ROUSHcharger will be available in a variety of packages
to fit the needs from enthusiasts wanting a new complete kit with a
warranty, those simply looking to get the maximum horsepower with a
custom tune, and owners wishing to upgrade a car with an existing
ROUSHcharger system. The new TVS2300 ROUSHcharger was first used on the
2008 ROUSH P-51A™ Mustang vehicle builds to much acclaim.

For those willing to explore the wild side, the TVS2300 ROUSHcharger is
now sold separately allowing custom tuners to develop their own
calibration which can push the horsepower anywhere from 510 to more than
700. This is the first time that ROUSH is offering specialty tuning
firms the option of using their own calibrations and being creative with
their tune on a ROUSHcharger. This kit includes a cold air intake
system, unique fuel rail with 52 lb.-hr. injectors, a dual 60 mm
electronic throttle body, all hardware, brackets and instructions. With
a one-year component warranty, this kit retails for $5,899 (part number
403994).

Owners of an existing ROUSHcharger system can upgrade to the TVS2300
ROUSHcharger for $4,999 (part number 403995). This kit includes several
of the same components above but utilizes as many of the installed
ROUSHcharger components as practical to help reduce the upgrade cost.
Customers will need to work with a custom tuner for maximum performance.
For complete details, visit www.ROUSHperformance.com.

The TVS2300 ROUSHcharger utilizes Eaton's new Twin Vortices Series
technology. The patented design on this supercharger system features a
four-lobe rotor and high-flow inlet which greatly enhances thermal
efficiency, higher volume capacity, and higher operational speeds.

"The gloves are off for the specialty tuners to get really creative
with a ROUSHcharger now," said Joe Thompson, general manager of ROUSH
Performance. "We're excited to see what some of these guys can do
with the new TVS2300 ROUSHcharger and really explore the type of
performance that this new unit is capable of. We've heard some numbers
from a couple of exploratory installs already and I must say that they
are very impressive."

The complete kit with a ROUSH-backed 3-year/36,000 mile engine warranty
will be available shortly. This version of the TVS2300 ROUSHcharger is
50-state legal and rated at 510 horsepower and 510 lb.-ft. of torque.
Included in the package is the complete TVS2300 ROUSHcharger system
featuring new upper and lower intake manifolds for the high capacity
air-to-water intercooler and larger TVS supercharger. A custom ROUSH
calibration is included, as well as new fuel rails and high-flow 52
pound fuel injectors, a high-flow capacity fuel pump, as well as a dual
electronic throttle body. A ROUSH Cold Air Kit with a stylish carbon
fiber clean air tube helps to dress up the engine bay and provides
improved performance.

Jalopnik How-To: Drag Racing

Ben Wojdyla — Wed, 18 Jun 2008 12:00:00 EDT

We know the thought of heading out to a drag strip for the first time can be both daunting and intimidating. This past weekend we did just that when we were invited to the second annual Ford Racing Invitational to try our hand at the straight-line game of drag racing. Having always focused more on the curves and less on the straights, this was your author's first time in front of a Christmas tree. As such, we figured it might be the perfect time to show you the ins and outs of running a car down the quarter-mile. Hey, we came in third place, so we guess we can't be too shabby at it.

For starters — unless you're running evenly-matched top fuel dragsters against each other what you'll do down at your local drag strip isn't actually "drag racing." It's really called "bracket racing" which is a form of drag racing that allows for a handicap between predicted speed of the two cars running side-by-sde. Basically, it means that even if you're running your mom's Honda Odyssey on the strip, you can still win running next to a Ford Mustang GT because of a premium placed on consistency of performance of the driver and car rather than on raw speed. With that said, here's the official "How To"

Step 1: Pay Up

Drag racing ain't free. The first step, once you've arrived at the dragway, is to pay the folks in charge. Different classes carry different charges, so it's a good idea to call ahead and find out how much you'll be paying. Once you've paid for entry and track fees, proceed to the pits

Step 2: Park and Unload

Pit areas vary wildly. You'll find everything from beautifully laid concrete marked with trailer lanes to muddy grass perfect for sinking into. If you've brought your drag toy in a trailer or plan on working on your car there, it makes a lot of sense to show up early and get a prime piece of real estate — it can make the difference between a comfy dry weekend and a messy pain in the ass. if you've just driven in, take all your junk out of the car and give it a once over. Make sure it meets all the safety requirements of the class you're running in and give it a little clean-up.

Step 3: Inspection

Now it's time to take your car over to the inspection booth. These guys are here to make sure the car you brought won't pose a danger to either you or the rest of the race field. They'll go through your ride with a fine-toothed comb and point out things sub-par, or they'll give you the thumbs-up. When your car has passed, you'll get a color-coded inspection sticker proving you're safe to run. Another thing they'll do is have you fill out your race card. The race card is where you declare the class you'll be running in, your personal info, details on the car, and whatever other details you think the commentator in-booth might like to know about when adding "color to the strip."

Step 4: Wait

After you have your car all approved and registered, return to the pit area and wait. It takes a while for the rest of your competitors to make it through the process you just did. The track crew also has to prepare the surface for maximum stickiness, and, in general, everybody just has to get up and get going. So while you wait, put your number on the car, maybe do a little decorating, take a nap, do a little tuning on your car, check out the competition, have some track food, or just hang out and enjoy the breeze. But keep your ear listening out for your class, because there's nothing worse than hearing an announcement of your license plate and that your car's being towed. That's not the kind of dragging you're here for.

Step 5: Practice.

When the time is right (usually a scheduled time), the track will open for practice. This is an open competition lineup where you pull through the staging lanes and give your rig a try. Drag racing is a lot trickier than you might think. It's easy to mash the gas and go quick on the street, but when the clock is running, it's a lot more technical, so practice makes perfect. In fact, let's go to video:

This was my third run, so I'd gotten the jitters of the first time down the track through and I was starting to learn how to react and launch. As you can see, you get slotted in lanes. Each lane is numbered and corresponds to a staging path. When you enter the staging area, a track official will ask your class and point you into the lane. This track has three staging lanes, and each lane is divided into two sides. There's a lane 1L and 1R, 2L and 2R, etc., for lane one, left side, lane one, right side, and so on. As cars ahead of you move up, you pull forward. When the track official waves you forward along with your running buddy, you have to make a choice: to burnout or not to burnout.

Ahead of the starting line there's a concrete pad called the "water box." Track hands hose it down with water to make burnouts fun and easy. The purpose of the burnout is to clean the crud off your tires and heat 'em up for maximum stickiness. A standing burnout doesn't make much sense if you're running street tires, so either drive around the box to avoid wet tires, or just do a peel out to get the funk off.

Next, you pull up to the line. Make sure your helmet is strapped on tight, traction control is off, and the windows are up. As you advance, there are two sets of staging lights — called by some the "Christmas tree" — your tires need to be between them before the Christmas tree lights will start. Advance the car 'till the first set of lights goes on, then slowly move forward until the second set lights up — then carefully inch forward until the second set turns back off. A this point you've found the front of the lights, and you need to back up just enough to turn that second set on again. Now wait for your opponent to do the same.

When you're both set to go, make sure your car is in the forward gear of your liking. Hold the engine at optimum RPM and pay attention to the Christmas tree. Depending on your class, the tree works differently. For bracket racing, they use a "five hundred tree" or a set of lights that takes half a second to go from yellow to green. For this tree, it's recommended to launch as the final yellow light goes off in order to achieve a decent reaction time. If you jump the gun, you "foul," and your run, no matter how good, doesn't count for squat.

So the lights go and you're off. In a manual tranny car, carefully watch the tachometer and know where your shift points and engine cutoff are at. Shift as quickly and accurately as possible. If you're driving an automatic, just mash the gas and point the car in the right direction.

In this run, I managed a 0.67 s reaction time, which isn't great, but far better than the 1.01 s. the other guy got. And, due to the magical vaugeness of the Hurst short-throw shifter on this car, I managed to hit second gear instead of fourth — not what you want when shifting at almost a hundred miles an hour. Nonetheless, despite my supercharged GT being at a 140 HP disadvantage to the GT500 car and me stinking up the shift, I only lost by 0.8012 seconds with a 14.29 time. This is why it's called practice.

After you've crossed the finish line and are all excited, don't forget to slow down. You've got to make the turn off the track and go to pick up your time slip. This will tell you what just happened so you can critique your performance, think about ways you can improve and have bragging rights back at the pits.

Step 6: Qualifying
Like above — do what you just did in practice, but do it better because this time it counts. In qualifying, your times are used to slot you in your class brackets — when bracket racing, the important part isn't speed, it's consistency. If you can run 13.9 all day every day, you'll do very well in your class. Why? Because bracket racing uses offset timing on the lights to equalize fast cars against slower ones. Speedy cars will be delayed at the line and have to catch up and pass to win.

Step 7: Mark Your Dial-In Time

Dial-in time is that great equalizing figure we just talked about. After you've made a couple runs, you should get an idea of how fast you go. This time gets written on your windows so the tower workers can read them and put them in the timing computer. In this way, the race is offset on the fly. Depending on the class, you may or may not be able to change your number as you go. The important thing about your dial-in time is not to go faster than that time — otherwise you "break out." The break-out exists to prevent guys from saying they're slower than they are and effectively cheating to victory. Now is it becoming clearer why consistency is all-important?

Step 8: Have fun!
Now sit back and relax while listening for the track announcer to call your class. As you're called, proceed to the staging lanes and the track workers will assign you a lane and your opponent will line up next to you. When you're at the line just remember the lessons from earlier in the day and be careful to race against yourself, not the guy in the other lane. That's a great way to lose your concentration and mess up.

Here's a run from the first round of our bracket, where everything clicked and I won against a Shelby GT. The other fellow wrote up a dial-in time substantially lower than mine and couldn't quite make up the ground. A little longer track and he would have had me. But how fast was I? Pretty decent with a 0.31 s reaction time (which doesn't matter in bracket racing — only the time from light-to-light counts) and 13.95 second quarter-mile at 100 MPH. Far from my best run though.

So there you have it folks. How to drag race. We found out although it's still easier than running 'round the windy stuff, it's a lot more difficult than just pointing the car down a track and hitting the gas. We recommend checking out some of the events in your area, if not to race, then at least as a spectator.

PCH, Factory Supercharger Edition: Kaiser Manhattan or VW Corrado G60?

Murilee Martin — Fri, 18 Jan 2008 17:00:00 EST

It would appear that sheer number of doors trumps all other factors when it comes time to pick an airport limo for your next punitive project car, as evidenced by the results of yesterday's Choose Your Eternity poll. And I've got to admit that I almost didn't include the Hexador Suburban... because I was calculating how hard it would be to go up to Boise and get it for myself (still bummed that I didn't buy the 20R-powered Sprite in the first PCH). And today we have another car that presented such a dilemma... but then I came to my senses and remembered that I'm holding out for a Warsaw Pact hot rod project: Zaporozhets with Tatra drivetrain.

The steel company that became a shipbuilding company that became a healthcare company also built cars for a while during the car-hungry era right after World War II. Some of their cars came with McCullough superchargers installed, which was sort of like putting a nuclear reactor in a Liberty ship (here's an interesting article about the blown Kaisers, by the way). And, well, when I saw this 1954 Kaiser Manhattan (go here if the ad disappears) with factory supercharger for a mere $3,000, I almost drove straight to Fresno to get it... until the Commie virus that's taken over my brain steered me back to the idea of getting a Tatra 503-powered ZAZ, that is. But: a supercharged '54 Kaiser! And just look at that thing- why, the right side and front look pretty good, and it appears to have a front seat, so it's 14% of the way there to being a nice running, driving machine! Not only that, you get "a few boxes of extra parts," which may or may not have some association with the car. Just imagine driving this Kaiser with way, way more boost than ol' Henry ever intended for that engine and that garish two-tone paint job restored to its former glory!

Thing is, who drives 1954 cars these days? That's right, really obsessive guys who hang out at car shows and cruise nights and who get a menacing look in their eyes, punctuated by scary facial tics, when you don't acknowledge that their personal machine was the Greatest Engineering Achievement of All Time. Do you want to be one of them? Sure, not all drivers of 50+-year-old hardware are like that, but you'd be on the safe side by going with a more modern factory-supercharged car. For example, you could get this 1990 Volkswagen Corrado G60 (go here if the ad disappears) for the amazingly low price of $2,500. Yes, a blown front-drive European car- if you Taurus SHO guys think you know torque steer, just try driving one of these after the boost has been jacked up a few extra notches... and that's what you'll want to do when you get this Corrado. Of course, you'd have to fix all the stuff that doesn't work first; the seller doesn't list them, because he or she doesn't have to! You know the electrical system is dodgy, and the aftermarket mods paint a vivid picture of this car's recent history: the seller's mouth frozen in mid-"Oooohhh shiiiit!" as the tach needle hovers a grand over redline and the mall-parking-lot light pole emerges from the tire smoke and heads straight for the front left fender... the seller's friends capturing the action on their cellphone cameras. Yes, that's the picture, and that means every component that ever dealt with engine torque, from axles to main bearings, is hovering on the edge of failure. But who cares? Imagine driving this Corrado after you've exorcised the demons and fixed all the broken stuff- it'll be off the scale of the Fun-O-Meter!

What's Your Favorite Hood Deformity?

Jonny Lieberman — Thu, 01 Nov 2007 12:00:00 EDT

We have a friend who once got out of a moving violation ticket because before the cop had a chance to put pen to paper, a Camaro tore by with a blond woman hanging onto the hood. And screaming. Only in Queens. However, as he didn't get a good look at the woman, who knows if she was deformed. What we're here to talk about, in the spirit of yesterday's most hellish spoiler post, is your favorite thing to ever stick out of a hood. Our WRX has a burn scar intake for the poorly positioned (i.e. gimmicky) intercooler that blocks a little visability, so we don't like that. And we know the proper answer is probably some sort of three foot high, drag strip special blower. But, we've got to go with hood tachs. As they are the coolest. You?

Monday! Monday! Monday! CHRR Funny Cars!

Mike Bumbeck — Mon, 15 Oct 2007 15:45:00 EDT

The mayhem that was the Chicago-style Nostalgia Funny Car battle at the California Hot Rod Reunion wrapped yesterday with Bucky Austin driving his 1977 ~~Mitsubishi Lancer Celeste~~ Plymouth Arrow-bodied Funny Car to the king of the hill spot. The struggle to the finish was as heavy in the pits as it was on the track, as crews blew apart what was left of engines to repair damage from the horrors of nitro in time for the next round. Out of nineteen cars entered only one could trip the win light in the end. Vegas, Mustangs, and Firebirds all eventually fell victim to the power of Plymouth.

Nitromethane Illuminates a Cacklefest Dusk

Mike Bumbeck — Sun, 14 Oct 2007 17:30:00 EDT

The good stuff kept burning long after the last pair of race cars lit up the clocks at the California Hot Rod Reunion. With dusk came the return of Cacklefest to the hallowed track surface of Famoso Raceway. Over 50 restored fuel machines of the slingshot and funny car variety first ran parade in front of the capacity crowd, then put fire into the holes until thousands of eyeballs either watered up the acrid power of nitro, emotion, or a mix of both.

Studebaker Avanti

Murilee Martin — Wed, 10 Oct 2007 09:00:00 EDT

One great thing about Alameda is you never know what kind of cars you'll find parked on the street. We've seen everything from a 1937 Cadillac to a Unimog in this series, but this may just be my favorite find yet. Yes, it's a Studebaker Avanti. A primer Studebaker Avanti, no less. When I spotted that distinctive front end from a few blocks away, there was no mistaking what I'd found.

I can't tell the exact year of this Stude, nor can I determine whether it's one built by Studebaker itself or the near-identical Avanti II built after the demise of Studebaker. The square headlight panels indicate that it's a 1964 or newer, and the bumpers indicate it's no newer than a '72 (unless, of course, it's been retrofitted... in which case all bets are off). Avanti experts, your help in pointing out year-nailing-down features would be appreciated here.

There's no way of knowing what engine this car has; it could be the supercharged Studebaker 289, but more likely it's the unblown 289 or some flavor of small-block Chevy (the early Avanti IIs came with Corvette-spec 327s).

In any case, it has a V8, and the primer paint job can mean only one thing: Cherry Bombs! Well, we can always hope.

The interior is in pretty decent shape, down to the original AM radio. Unfortunately, it's an automatic.

The styling was sort of an evolutionary dead end, but it sure as hell stands out in a crowd!

From this view, the Italian name makes sense, though hints of good ol' Studebaker keep it honest.

Texas Twister: 2008 Saleen S331 Sport Truck Debuts at Texas State Fair

Mike Spinelli — Thu, 27 Sep 2007 11:48:19 EDT

In a world, where $50,000 pickup trucks are for po' folks, and pigskins are for both throwin' and eatin', there's a truck. It's the Saleen S331 for 2008, and it combines Ford's 5.4-liter three-valve V8 with a twin-screw supercharger for 450 horsepower and 500 lb-ft of torque. Underneath, the stock Ford running gear gets support from Saleen's RaceCraft suspension, with N2 struts with linear-rate coil-over springs, a tubular anti-roll stabilizing bar and urethane pivot bushings Saleen's showing it off this week at the Texas State Fair.

Press Release: 2008 SALEEN S331 SUPERCHARGED SPORT TRUCK SPEEDS DOWN THE PRODUCTION LINE "New Four-Door SuperCrew Increases Functionality" IRVINE, CALIF. - In its first year of production, the 2007 Saleen S331 Sport Truck revived the diminishing performance truck segment with the first fully-functional, high-powered sport truck to the market in several years. Many performance trucks quickly followed, but none came close to offering the same combination of functionality, performance and aggressive styling.

The 2008 model-year edition continues to lead the performance truck segment with the same aggressive 450 horsepower, supercharged V-8 engine, Saleen RaceCraft suspension and the addition of a new SuperCrew four-door cab option. The S331 also maintains the ability to tow up to 9,500 lbs. with a payload capacity of up to 1,890 lbs. Designed and engineered by the same technicians that hand-built the Saleen S7 Twin Turbo super car, the S331 continues as a functional truck with the optimum performance and styling of a world-class sports car.

"We couldn't be more pleased with the S331 Sport Truck," Paul Wilbur, president and CEO of Saleen Inc. "In true Saleen fashion, we were able to lead the market and watch others follow. Customers and the press are constantly praising the S331 and asking for more. We like being the company that's ready to give them what they want."

Both the SuperCab and the new SuperCrew receive a new dual, rear-exit, 2.5-inch exhaust as standard equipment, as opposed to the current model's 2.25-inch dual, side-exit exhaust system. The side-exit exhaust is still available as an option on the SuperCab, but will not be an option on the SuperCrew.

Saleen has decided to discontinue the non-supercharged, 3-Valve S331 Sport Truck for the 2008 model-year. This is due to the high percentage of supercharged truck sales in comparison to the lower horsepower model.

Starting at $54,200, the S331 Sport Truck will outperform any truck on the road, tow lots of heavy toys and comfortably carry up to five adults. And since it's a Saleen, the vehicle will maintain a high resale value.

POWERTRAIN

The Saleen S331 Supercharged Sport Truck features a supercharged, 331 CID (5.4L), 3-valve SOHC V-8 engine with a four-speed automatic transmission. This combination packs a punch producing 450 horsepower and 500 lb-ft of torque, generated by Saleen's patented, high-flow Saleen Series VI Integrated Twin-Screw Supercharger. These elements enhance performance and utility by providing ample power for carrying heavy toys or launching out of the gate.

Saleen Series VI integrated Twin-Screw Supercharger

Saleen has taken the same technology and design used to develop the proven Saleen Series VI Integrated Twin-Screw Supercharger immortalized on the Saleen S281 and re-engineered it to deliver maximum results for the S331.

Unlike other bulky superchargers, the Saleen Series VI Supercharger is sleek in design, light- weight and highly efficient, producing less friction on the engine due to added cooling elements and the presence of the twin screw blower assembly. This patented, innovative design allows the supercharger to turn slower for equivalent boost, producing lower stress and air charge temperatures.

To maximize gas mileage for daily driving, the Saleen Series VI Supercharger features an integrated bypass valve that only produces boost when reaching higher RPMs. This feature also creates more torque and better low-end drivability.

SPORTS CAR AGILITY IN A TRUCK

Designed to create the most agile truck on the road, the S331 is equipped with competition-proven and patented Saleen RaceCraft suspension. The front suspension system includes N2 struts with linear-rate coil-over springs, a tubular anti-roll stabilizing bar and urethane pivot bushings throughout. Because it's a sport truck, all calibrations are specifically set to high-performance leve

The rear Saleen RaceCraft suspension consists of a live axle, leaf springs and N2 shocks. The overall Saleen suspension system reduces load transfer which improves handling under braking and hard cornering.

This aggressive package is complete with forged seven-spoke, one-piece 23-inch Saleen wheels on ultra-high performance Continental Cross Contact tires (305/40ZR23 front/rear). 23-inch wheels are the biggest standard wheel size offered in the automotive industry.

For responsive braking, the S331 comes equipped with power assisted four-wheel ABS brakes with 13-inch front and 13.7-inch rear vented discs. For maximum stopping power, optional 15-inch slotted and vented discs with Saleen ABS six-piston calipers are also available. This is the same brake system offered on the Saleen S7 super car.

A SPORT TRUCK THAT REALLY HAULS

As with any true performance truck, the S331 was built without the added weight of a hitch assembly for towing. But unlike most traditional performance trucks, the S331 has two optional custom-designed tow packages for owners with heavy toys to haul. For extra-heavy loads, the Class IV tow package allows owners the ability to comfortably tow up to 9,500 lbs. with an increased payload capacity of up to 1,890 lbs. This package includes a load-leveling system that automatically raises the bed of the truck to level when any additional weight is added. For lighter towing, the Class III package is also available and can carry up to 5,000 lbs. with a payload of up to 1,350 lbs.

An aluminum dual-core radiator and high-flow cooling system is also an available option for either towing package, as well as a high output 157 AMP alternator. Both options include a hidden hitch assembly.

"We rode along in an S331 towing a Baja 26 Outlaw powerboat that, together with its tri-axle trailer, weighed about 7000 pounds," an AutoWeek journalist stated. "The S331 didn't flinch."

EXTERIOR STYLING

Saleen S331 Sport Trucks are designed with many of the same styling cues as the Saleen S7 super car. All of the S331's exterior components feature functional aerodynamics with injection-molded panels made from Thermoplastic Olefins (TPO), built to withstand the demands of an all-purpose sport truck. All Saleen front and rear fascias and side skirts are uniquely Saleen-built to be rugged and durable, yet stylish and performance enhancing.

The S331's commanding front grille is also designed for improved aerodynamics. Saleen engineers integrated a unique aluminum hood with an exhaust-venting grille, side fender vents, a stylish rear spoiler and an attractive Saleen-branded tailgate panel. Factory exterior bed options include drop-in or spray-on bed liners or a retractable aluminum tonneau cover.

Available factory-matched exterior Ford colors include: Oxford White, Bright Red, Black, Dark Shadow Grey and Redfire.

For ultimate personalization, the entire line of Saleen specialty paints normally found on the Saleen S7 super car and Saleen S281 models can also be ordered on the S331 Sport Truck. This includes: SpeedLab Yellow, Saleen S7 Silver, Lizstick Red, Pearl White, Black Metallic, Beryllium, Victory Blue and Bright Signature Red.

Saleen also offers Legacy Series paint schemes for Ford GT owners to commemorate Saleen's participation in the Ford GT program.

INTERIOR DESIGN

Like all true performance vehicles, the S331's cockpit has a commanding driving position from two-toned, double-stitched leather sport seats with embroidered head rests. Both the SuperCab and SuperCrew can comfortably seat up to five adults. The driver's view is directed toward a race-derived instrument panel, including a 120 MPH speedometer. A twin-gauge pod is incorporated into the dash unit to monitor the supercharger's air temperature and boost. The trim is complete with chrome dash vent-bezels, leather-wrapped steering wheel and center console, an overhead rail storage system and Saleen race-style pedals.

In addition to the six-disc/MP3/AM/FM audio system, the S331 can be ordered with navigation, Sirius satellite radio, an enhanced Audiophile sound system and the optional Rockford Fosgate "Punch" speaker upgrade. This option adds an additional 150 watt amplifier with a 10-inch subwoofer to the existing sound system. New for 2008, Saleen is also offering an optional moonroof.

SAFETY AND SECURITY

Safety is always a priority. Safety features on the S331 include: dual-stage airbags, crash severity sensors, fuel pump inertia shutoff switch, lower anchors and upper tethers for child safety seats, remote keyless and remote illuminated entry system, three-point safety belts for all seating positions and side-impact door beams.

The S331 is protected by a comprehensive three-year/36,000-mile bumper-to-bumper limited warranty from Ford Motor Company. Certain components, modified or installed by Saleen, are covered by a three-year/36,000-mile limited warranty.

Free Disneyland Trip with Supercharger Install

Mike Bumbeck — Mon, 27 Aug 2007 19:00:00 EDT

Nissan owners will be happy to know the Stillen company of Costa Mesa, California is offering a free trip to Disneyland with the purchase and installation of a supercharger system. The trip includes two days at the park and two nights at the hotel while the Stillen crew wrenches a gas huffer onto your VQ. Free vehicle pickup and post-vacation delivery of your newly supercharged ride is included. C'mon kids, we're going to light up the tires at Space Mountain! [Supercharged Disneyland from Stillen]

Bonneville Oder Bankrott Machen! Blown Teutonic Belly Tanker

Mike Bumbeck — Mon, 06 Aug 2007 13:00:00 EDT

Somewhere between Nebraska and California these guys scored an auxiliary fuel tank previously attached to a 1944 American Republic P-47 Thunderbolt. The tank was shipped back to Germany, where it met up with an early hemi, a roots blower, some Merc running gear, and giant tiki head with a 13 on its forehead. The entire project is supported by the Konfederate Klassics crew, who also seem to be building a Kadett V8. [A German Tank in Bonneville via rennabteilung.de]

It's Like A Cadillac Escalade ESV, Only Supercharged!

Ray Wert — Tue, 10 Jul 2007 23:58:00 EDT

We knew it was coming and we're surprised it took this long to happen. The folks at Big 3 Performance have released a supercharger system for the 2007 Cadillac Escalade ESV to mark "yet another leap forward in the never ending quest for more power." For serious — that line's pulled directly from the press release. And why shouldn't they be tooting their own horn? For a mere ~~three drachmas~~ $6,895 you can toss them your plain-Jane standard 6.2-liter 2007 Cadillac Escalade ESV, and in short order you'll get back an E-XL-V packing a high output supercharger system that adds an extra 147 horses and 122 lb-ft of torque to the not-normally-meek engine, bumping the final numbers up to a scorching 550 HP and 539 lb-ft o' tire-squealing and race-winning torque. No word yet on whether the next "leap forward" involves strapping a jet engine to the back of the 2008 model. Hit the jump for the rest of the details on the purple-people-eating monster getting the first 'charger. Oh, and yes — it's got scissor doors.

Big 3 Performance First to Release 2007 Cadillac Escalade Supercharger Systems
Big 3 Performance releases supercharger systems for the 6.2L 2007 Cadillac SUV's utilizing proven Paxton/Vortech supercharger technology. Big 3 Performance's Cadillac expertise and fabrication skills deliver unparallel performance, drive ability, gas mileage, and OEM quality fit and finish in this new high output supercharger system.

Waukesha, Wisconsin, July 10, 2007 — Big 3 Performance has utilized the supplied technology from supercharger giant Paxton/Vortech to release a highly anticipated supercharger system for the Cadillac SUV enthusiast. While Paxton/Vortech's management knew the 6.2L supercharger system would be in great demand, their product portfolio placed its release far off in the future. This ultimately lead to Big 3 Performance striking a deal approximately eight months ago to fabricate the systems in house and become the first to offer a supercharger system for the 2007+ Cadillac SUV's.

The Big 3 Performance high output supercharger system focuses on maximum durability and low maintenance while providing an additional 147 horsepower and 122 ft/lbs of torque. Big 3's supercharger kit features either the Paxton Novi 1200 or Vortech SQ Series Supercharger. Each kit benefits from their 50-state emission legal status. Complete with all components and instructions necessary to ensure an uncomplicated installation, Big 3's supercharger kit truly provides maximum performance without intruding on the comfort or quality of the Cadillac SUV. Big 3's supercharger systems are fully compatible with the factory engine management system and also provide a fuel management upgrade including high capacity premium injectors, boost-a-pump and NGK-TR6 spark plugs. These kits also include Big 3 Performances exclusive ECM reflash which sets ignition timing and fuel enrichment levels. Each kit provides you with all of the belts and pulleys necessary for a seamless fit with the factory serpentine system. To accompany the integrated air-to-water dual pass charge cooler, Big 3 Performance has gone a step above when providing their exclusive polished air inlet assembly and supplied fresh air system. With a laundry list of features and Big 3's attention to detail, they have truly released what seems to be the definitive supercharger system for the Cadillac SUV's. Suggested Retail Price: $6895.00

About Big 3 Performance
Big 3 Performance has established a reputation for their dedication to perfection that has made them highly respected among their piers. Their special combination of innovative ideas and ambition has placed them at the forefront of performance for today's modern muscle cars. The release of this supercharger system marks yet another leap forward in the never ending quest for more power.

Gorgeous 07 ESV - Gallery [Big 3 Performance]
Gorgeous 07 ESV - Specs [Big 3 Performance]

Kia to Designate Performance Models "XR"

Mike Spinelli — Tue, 22 May 2007 11:36:54 EDT

It may be cliché to stick a bunch of Xs and Rs on a tweaked econobox and call it a performance brand, but some clichés are just fine for getting the job done. For Kia, XR will mean performance — that is, turbocharging in Europe, supercharging for US-bound cars. Kia told Autocar it's calling that strategy "glocal" — offering a global brand but localized for the specifics of individual markets. The company telegraphed its plans by way of a tricked-out, XR-badged C'eed hatch (above), revealed at a press function in Korea last week. It's all part of a plan to expand Kia sales in the US from 315,000 units last year to 627,000 by 2010. And that's just fine, because cheap, supercharged hatchbacks make us daydream of new ideas for a racing series. – Mike Spinelli

Hot Kias to be called XR [Autocar]

Hoons of Colorado: Super Supra Beats Up On Crazed Cobra

Jonny Lieberman — Mon, 23 Apr 2007 15:00:00 EDT

[Update: oops. That's a Cobra, not a GT500] Okay, boys, get that sound turned up. Way up. Why? So you can hear the age-old battle of forced induction. That's right, it's the whine of the supercharger vs. the wail of the turbocharger for hoon supremacy. You'll notice the supercharger gets its groove on first, which is why they are so loved by the drag-racing community. However, once those turbos spool, it's lights out, Mr. Mustang. How much out? How about 160 mph out? King of the Road, we need you now more than ever. (Thanks to Mr. Mayor for the tip) – Jonny Lieberman