Can always get the HKS kit, Harrop kit, or Jackson racing (when it comes). Won’t be as whiny.

Yea. Its only cool on a race track but if you drive it more than on weekends for short drives, it can get pretty annoying

Btw finally got it

As someone who didn’t know any better when at the dealership, I also bought the auto gr86 and I regret it everyday, but I was thinking of getting this kit to make the automatic experience better.

The auto transmission would arguably hold up better than the manual transmission with boost-autos use a Lexus transmission that held more HP/TQ than an 86 has stock. It’s a good unit and proven.

@@toxiclight9378I owned a first gen 86 auto and made sure to get the manual the second time around. It’s much more engaging imo and I wouldn’t buy an auto again. Still, the auto is still fine, just a different experience. I would just be thankful for what you have and keep it. If you ever get the itch, the auto is actually quite stout and can handle the additional torque of a supercharger. If you don’t believe me, you can check the ft86 forums.

even louder with a perrin cold air intake.

Were you expecting 700HP out of a 2.4?

@@crimsonspan9750 For realz. The dude is playing too many video games haha

You can't get much from a supercharger. If you went smaller pully for higher boost + E85 and new engine internals you can be near or around 400's whp I bet.

supercharger is not for peak power, its for linear torque and driveability. these make far more power on a turbo, k24 austin is pushing near 700 wheel internally stock.

Do a video after you sort it out

What tires did you get?

Good eye. The dyno says "flywheel" because it is Comparison Mode. That means this is what you would expect in a DynoJet Dyno.

@@DeliciousTuning so what is it at the wheels?

@@Playboyer670 "True" wheel horsepower is 17% less. The baseline stock car would also be 17% less.

So in your Instagram posts you refer to the results as WHP. Take for example the red GR86 that you tuned made 245"whp" on E50 but what you actually meant is 203 "true" whp?

Actually it would be 210, "true" whp technically speaking. But in regards to how the media portrays it, even DynoJet, that is a different story. All these media companies (D Sport, Motortrend, etc...) portray DynoJet as the standard for reading "wheel" horsepower, which it is not. It has a 17% correction factor added in, and why the Dyno Dynamics has a comparison mode.

Supercharger kits are more of a linear increase, starting at 5 PSI around 2000 RPM and increasing to 10 PSI by 5000 RPM, then maxing out at 15 PSI around 7500 RPM. This in turn keep the torque reasonable for the application in 90+% of driving conditions, while still be extremely responsive. We have found on the Gen 1 86/BRZ that 350 TQ is reasonable for most applications and see no reason to believe this would be much different on this platform. We are well below that level on this supercharger kit.

made 300 wheel horsepower and 255 wheel torque on crappy Cali 91. On e65 it made 350whp and 310 wheel torque.

The centrifugal superchargers have their Achilles tendon too. I have a karftwerks supercharger and is makes mediocre torque and I only see boost after 4500 rpms. In fact, I see full boost at around 8000 rpms. I have it on a 2009 Civic SI, it makes a lot of power but the power band is very narrow. Yes, I made 135whp and 80lb-tq more but in a very narrow RPM band. Each supercharger has their own characteristics, I personally like that instant torque on this sprintex but yes, I take into your consideration your comment about having to run this supercharger at very high boost on an already high compression engine.

@@rs3tuber425 That is for a reason. High torque in the low to mid range on a weak lil honda engine will throw the rods to the stratosphere. If you drive the car right, you dont need all the torque at 2500 rpm. Thats what downshifting is for. The same principal applies to factory twin turbo cars. The upgrade is to go with 1 larger turbo. Lag increases, low end torque decreases but top end power goes through the roof while using even less boost. Efficiency matters. Integrity of the engine matters.

Supercharger kits are more of a linear increase, starting at 5 PSI around 2000 RPM and increasing to 10 PSI by 5000 RPM, then maxing out at 15 PSI around 7500 RPM. This in turn keep the torque reasonable for the application in 90+% of driving conditions, while still be extremely responsive. We have found on the Gen 1 86/BRZ that 350 TQ is reasonable for most applications and see no reason to believe this would be much different on this platform. We are well below that level on this supercharger kit.

@@DeliciousTuning ^^And that is awkward/backward in my opinion. The FA24 should logically make more torque. Why is the FA24 making less torque now than the first gen? Maybe you can elaborate, I am just a car enthusiast looking at the data, you are the expert providing the source. Wouldn't be logical to think that the FA24 being the newer engine, more modern, more displacement..etc, etc should make more torque than the first gen S/C or did you guys designed it this way?

@@rs3tuber425 The FA24 does make more torque, no question there. But maybe it is not clear how these superchargers work on this platform. The first Gen BRZ running a Sprintex Supercharger has not changed their design with how the torque comes on. The boost increases linearly like the second Gen, starting off around 4 PSI (with a 69mm pulley) and ramping up to about 13 PSI by redline. Superchargers in general (Centrifugal, Roots, Twin-Screw) on both the Gen 1 and Gen 2 86/BRZ platform, start off low and ramp up as the RPM's increase.

Yes, yes it is.