TPC SuperCharger

[Bruce Wayne]

OK, i know that this is a bit 'old hat' but i've suddenly developed the urge to look at supercharging a 986.

it seems that no one is doing the 'kits' for these anymore however someone must have manufactured the supercharger somewhere and the ducting is something that is workable.

does anyone have any data on kits or the SC manufacturers that were suppliying the units ???

[Johnny Danger]

Originally Posted by Bruce Wayne

OK, i know that this is a bit 'old hat' but i've suddenly developed the urge to look at supercharging a 986.

it seems that no one is doing the 'kits' for these anymore however someone must have manufactured the supercharger somewhere and the ducting is something that is workable.

does anyone have any data on kits or the SC manufacturers that were suppliying the units ???

No one is producing super charger kits for the 986 any more .

[Jaxonalden]

The stock compression ratio is too high for forced induction. Sounds like an expensive experiment in how to make a hand grenade. Please do your homework.

[Jaxonalden]

Originally Posted by Jaxonalden

The stock compression ratio is too high for forced induction. Sounds like an expensive experiment in how to make a hand grenade. Please do your homework.

I understand guys, that's why I said to do your homework. Some people think that all you do is strap on a blower and force more air for more power. Educating themselves on re-mapping, the consequences of running lean and retarding the ignition under boost should be well know before anyone financially commits themselves and starts buying any plumbing.

Just trying to help.

[Topless]

pk2 is a good source for info on this. He has been running a 2.5L with SC for 4-5 years now and is very well versed on the pros and cons. It is the only 2.5L SC car I know that is still running. Yoke his strength.

[The Radium King]

i've posted lots of info on this topic on this forum in the past. the sc is an eaton blower. eaton doesn't sell direct to consumer, however, so a company called magnusson buys them in bulk, adds some improvements and resells to kit makers.

the 'trick' tpc uses to run rich in order to keep temps down is as old as the hills and not attributable to tpc. typically used in super high boost applications, where the increase in boost more than offsets the inefficiencies of running outside the best air/fuel ratio, this approach is a power suck in the low-boost, high compression boxster application.

tpc made this kit before tuners had broken the boxster ecu. in order to ensure proper fuel delivery in an application where the volume of air supplied was well outside the ability of the ecu to adapt, tpc ran a piggyback. piggybacks, if used properly, have the ability to interact with and intercept a great many of the ecu functions. unfortunately, when used by tpc, all they did was intercept the rpm signal and use high rpm as a trigger to open a 7th fuel injector added to the intake as part of the kit. not tuning at it's best; efficient/effective fuel distribution is compromised, you depend on the knock sensors way too much, ability of the ecu to adjust timing is ushed to the limit, etc.

the original tpc kit was designed for a 2.5, and only shoehorned into a 2.7/2.9/3.2. to make it fit piping diameters are compromised and you ahve to use a 2.5 exhaust. brad roberts also advises that the orientation of the sc in the tpc install starves the sc bearings of oil resulting in increased maintenance. also, the sc is located right by the exhaust; poor choice in an install where heat management is already such a big issue (no intercooler on the tpc sc kits; those only got introduced when porsche added the third radiator - again, however, third radiator is there to keep the bigger engines cool, yet tpc repurposes it as an air/water intercooler).

original tpc sc kits reattach the aos to before the sc. good idea in that vacuum is maintained, bad idea in that all that oil and crap is passing through the sc. later tpc kits just vent the aos to a catch can - bad for crankcase vacuum, bad for the track when it overflows.

i think you can do forced induction with these engines, you just have to do it properly. unfortunately, a bunch of hack kits quick to the market, and resultant engine failures, have established the internet myth that you can't do fi on these engines. check out turbokraft - they seem to be building a really solid turbo kit.

[Bruce Wayne]

Thanks guys.

A big consideration point for me is that i am on the wrong side of the Atlantic, the eastern side of the pond has, aside from you guys, a wealth of knowledge and expertise, way beyond the average enthusiast and tech knowledge is severely limited to those who want to sell you very, very expensive options.. think over double, what you guys guy pay then add some..

my thought process has been that i am considering dropping the engine doing a clutch, IMS, RMS, stainless manifolds (headers) of course being in the UK the bolt heads will be corroded to **** so will probably end up needing to machined out and if I'm going to drop the engine then while its out i may well look at doing something 'special'.

of course it goes without saying that i don't want to hand grenade the engine, so obviously with the scare stories i revert back to options like a 74mm throttle body and plenum chamber, but the supercharged idea still nags away at me.

[pk2]

Originally Posted by Bruce Wayne

OK, i know that this is a bit 'old hat' but i've suddenly developed the urge to look at supercharging a 986.

it seems that no one is doing the 'kits' for these anymore however someone must have manufactured the supercharger somewhere and the ducting is something that is workable.

does anyone have any data on kits or the SC manufacturers that were supplying the units ???

Good for you, they're a blast. Far and away the best bang for the buck on these. "Urge" that's why I did it.

Google around, It’s the same roots blower used on the first baby Mercedes SL’s, it was also used in some early 80’s Buicks. Can’t remember the name or model, I think Magnum(?) is the distributor. These complete TPC kits used to show up on ebay and here for about $2500. If you handy, I'd still start there. It has plenty of fault's you can improve upon but it also sorted lots out.

You can call TPC. TPC only “supported” this kit for about 5 yrs. They are pretty unhelpful but should at least be able to tell you the name and model of the blower. Mike is a nice guy but good luck getting him.

It doesn’t matter though, The super itself is not made anymore. A subsequent/replacement model (m2 (?)) is a lot better; about %20 more efficient and 20% smaller, & can spin a lot faster too. (the original can never spin enough for more boost, uses 25hp to work and barely, barely squeezes in)


Jaxondale is right and wrong. This car has an 11:1 comp. ratio. Hi compression = higher cylinder temps. Throw on a super and & it’s even hotter, should be ugly, but it isn’t. It's only a 5-6 psi boost & TPC did a trick (albeit dirty...but cleanable) to cool cylinders by ritchening it up + stock knock sensors do their jobs, retarding the timing to further cool things. My temps (via EGT gauge) are comfortably within range. Never heard of the bottom end going of these going. Whats left?

The hand grenade analogy is witty but not exactly new. No-one can ever really point to one of these, reasonably set up, that ever blew, or any that blew for that matter (though I'm sure some have). It won cause D' chip or IMS problems (might let go 10 mi sooner if they are going to). Mines been in for 6+ odd yrs, no prob & i hardly baby it. The only problems I heard of were only anecdotal & apparently occurred when people “pully'ed” them up for more boost.

You can cool it down plenty with water/meth injection (and clean up TPC's dirty work). Add a new piggyback controller, maybe bigger injectors & you can really clean it up and really make it go. My intention.

Good luck, PK