Supercharger Reveal at Delicious Tuning; 86Speed's Sprintex Supercharger for the 2022+GR86/BRZ

Delicious Tuning reviews the tuning process of the Sprintex Supercharger on the 86Speed Toyota GR86. We go over some of the great aspects of the twin screw supercharger, what is unique to our tune and problems we ran into with tuning the vehicle.
Engine Control Unit Tuning and Flex Fuel Kits for anything BRZ/FR-S/GR86
www.delicioustuning.com
For all your performance needs on the 22+ BRZ/GR86 Platform
www.86speed.com
For more information on Sprintex Superchargers on the 22+ BRZ/GR86
www.sprintexsuperchargers.com

[@The_Mariner]

The channel is alive!

[@DeliciousTuning]

Yes, yes it is.

[@KonkrRoads]

Great info, thanks for the new video and looking forward to the next 🤙

[@artblackwood7936]

Thanks for this presentation. Looking forward to experiencing the Sprintex and a Delicious tune.

[@joecrak249]

great video love the fact they keep the use of daily driven car in mind.

[@Joshold]

Let's goooooooo!!!! Been waiting for this

[@S2K2121]

Really interested in 91 octane whp figures.

[@Playboyer670]

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

[@dawsonjohannes613]

Really digging your stage 1 tune on my GR86. So nice to have a throttle that acts like a throttle! I'll have to snag one of these kits in a year or two when I inevitably get the itch.

[@MrBiteus]

I had the sprintex supercharger on my 2016 gt86 and it was awesome

[@jaystaa75]

finally!

[@nitadpiriyapul6353]

Love it! Is it fix fit for RHD?

[@daniyaalmaneveld3779]

Can this kit fit on my FRS? I also have a Delicious Tuning Flex Fuel kit.

[@arandomcommenter7051]

15psi on a 12.5:1 compression Subaru, taking bets on how long until the rods say “ight Imma head out”

[@DeliciousTuning]

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.

[@boost331]

I would argue that even though this kit makes low power it will be harder on the engine than higher power kits. These blowers are so inefficient that it takes 15psi to make the power that a centrifugal supercharger makes at 8psi. Puting 15psi into a 12.5:1 compression stock NA subaru engine sounds like a recipe for disaster.

[@rs3tuber425]

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.

[@boost331]

@@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.

[@DeliciousTuning]

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.

[@rs3tuber425]

@@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?

[@DeliciousTuning]

@@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.

[@Playboyer670]

The gr86's intake box has the MAF sensor outlet angled like 35° towards the engine while the older 1st gen 86 has the MAF outlet 90° just like the Sprintex 3D printed MAF side air box. Is the 1st gen air box not compatible to lock into the Gen2 air box?