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Supercharger

News Release
FOR IMMEDIATE RELEASE
March 18, 2010

STILLEN Introduces 500+HP Supercharger System for Nissan 370Z / Infiniti G37

STILLEN 370Z G37 Supercharger System

(Costa Mesa – CA) – After more than a year of development and testing, Steve Millen Sportparts (STILLEN) is proud to announce the release of the STILLEN Supercharger System for the Nissan 370Z and Infiniti G37 with the 3.7L VQ37 engine.

This complete bolt-on kit includes everything needed to increase the factory 332 horsepower to a tire shredding 500+ horsepower on 91 octane pump fuel!

STILLEN designed a new cast aluminum intake manifold specifically for this system, featuring longer runners and a large plenum for the engine to draw air, complete with integrated air-to-water intercooler system, dramatically cooling the air charge from the Vortech V-3 Supercharger unit. The V-3 features a self-contained oiling system and quiet V-belt design, with plenty of additional boost capability for those wanting even more power down the road.

Much of the assembly of the kit is done in advance, with the main supercharger unit being pre-assembled to the laser-cut billet aluminum mounting brackets. Installation is very straight forward, including detailed step-by-step instructions, requiring a typical shop 12 hours for the complete install.

STILLEN took extreme care in designing this system, ensuring that all additional coolers (oil, transmission, power steering, etc) would work with the intercooler system, as the Nissan VQ37 engine is prone to high oil temperatures unless properly cooled. STILLEN manufactures bolt-on cooler kits to keep these temperatures at normal levels no matter how hard the vehicle is being pushed.

Tuning is done with the use of an ECU based tuning device (reflash), larger 600cc injectors, and high output fuel pump. Intake features include a Polished Aluminum Intake Charge Pipe, and Cold Air Intake Y-Pipe with draw through MAF sensor bosses and filtered using genuine K&N intake filters.

At all levels of development the system was tested, both for street drivability and reliability under normal traffic and freeway conditions, as well as being put through its paces at El Toro Air Base, 140+ mph runs, hard driving on tight courses with excessive revving and redlining, and extensive monitoring of all pertinent air and fluid temperatures, air temps before and after the intercooler, etc.

At the onset of this project Steve Millen established two primary goals, performance and reliability. After our extensive reliability and dyno testing we can confidently say that we’ve exceeded both of these.

Steve Millen and STILLEN have a longstanding history with Nissan. As the lead factory driver, Steve drove the famous #75 300ZX to numerous IMSA wins and two World Championships.  Millen founded STILLEN 25 years ago and uses his intimate knowledge of Nissan engineering to develop products such as forced induction, exhausts, air intakes, suspension kits, big brake kits and urethane aero body components.

To learn more about the STILLEN Supercharger System for the 370Z / G37 and other STILLEN products including Nissan 370Z big brake kits and Infiniti G37 performance brake kits, visit www.stillen.com, email for more information at pr@stillen.com, or call STILLEN’s knowledgeable tech staff at (800) 576-2131.

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About STILLEN
STILLEN, located in Costa Mesa, CA, is a premier manufacturer and distributor of a select line of high performance products for late model import and domestic vehicles — developed by enthusiasts for enthusiasts. Founded in 1986 by renowned professional driver and race car builder, Steve Millen, STILLEN incorporates cutting edge race proven technology and advanced aerodynamic designs into the company’s proprietary performance and appearance product lines. Millen is known worldwide for achieving the greatest number of wins in IMSA GT history during the course of an impressive racing career that spans 30 years and numerous wins in series around the globe – from LeMans to the 24 Hours of Daytona.  Still family owned and operated, STILLEN branded products include exhaust systems and components, superchargers, fuel systems and components, brake kits and components, and urethane body styling products. The company’s race heritage and continued participation in motorsports has added special focus on motorsports proven R&D, manufacturing processes and materials, and expert, enthusiast-based customer support, distinguishing STILLEN in the field of performance manufacturers.  In addition, STILLEN is an online reseller of many high performance products for late model cars and trucks, import and domestic, and creator of unique, one-of-a-kind performance project vehicles.


For Further Information, Contact:
Josh Biggers
Marketing
STILLEN
714-540-5566, ext. 157
jbiggers@stillen.com

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STILLEN Supercharger Development Posts

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*Individual results will vary based on the baseline of the stock engine, type of dynomometer used, temperature, elevation, fuel and various other factors. Typical results are between 480-520HP (flywheel) at under 500′ elevation and below 75ºF.

In the last update post we showed the new Intake Manifold and discussed the function of the Air-to-Water Intercooler System.  Heres some more details on the design of the Intake Manifold and the engineering behind the STILLEN VQ37 Supercharger System.

As you can see we have relocated the throttle bodies to one side of the intake manifold.  There are several reasons for this:

Intercooler Installation - Our intercooler is actually incorporated into the intake manifold. This dramatically decreases the intake air temperatures right before the engine receives the air. On the 350Z we found that the intercooler removed over 100 degrees immediately before the air entered the engine. There are other intercooler styles available, such as the water boxes that Vortech offers that are before the throttle body. Unfortunately on the VQ37 this would have significantly increased the cost, having two intercoolers and all of the associated plumbing, as well as space required in the engine bay would have been a major issue. Additionally, there is a lot of residual heat inside of an engine bay. Heat coming off of exhaust manifolds, the engine block, valve covers and more. Running two pipes across the top of all of this heat would only cause the air to re-heat inside the pipe prior to going into the engine. By cooling the air in the manifold immediately prior to its introduction into the engine we are getting the air as cool as possible.

Equal Pressurization - Yes, it would have been possible to simply use a Y-pipe design coming off the supercharger that went into the throttle body. The problem with this design is the different length tubes would cause an unequal amount of air entering the intake manifold on each side. Imagine a centrifugal supercharger mounted behind the headlight on either side of the vehicle. On the supercharger side, the air would only have to travel a foot or two to one throttle body, but on the opposite side the air would have to travel three feet across the front of the core support then another two feet back to the throttle body. This differential in distance means that one side of the plenum is seeing boost well before the other side, causing uneven air flow and pressure. This potentially could cause issues with tuning, power delivery, and could even cause additional turbulence inside the intake pipes. If both throttle bodies are open and one is receiving forced air but the other is still requiring the engine to be sucking air this will cause a large amount of turbulence inside the intake manifold. By equalizing the length of pipe that the air has to travel through, the engine will receive forced air in the intake manifold equally through both throttle bodies, thus reducing any turbulence.

Equal Air Distribution - It is very important to ensure that the air pressure is equal prior to going into the manifold, but it is even more important that the air is distributed evenly to each cylinder. The factory intake manifold has a very aggressive slope towards the front of the manifold. Combine that with the fact that the throttle bodies are aimed rearward, this could cause the front two cylinders to not get enough air thus causing the two front cylinders to run rich. By running rich and having more fuel than necessary in those cylinders it is actually hurting power and performance. By redesigning the intake manifold we are able to supply each cylinder with an equal volume of air which allows each cylinder to produce the most power possible and to work at its maximum level of efficiency.

Longer Runners - Another design that was incorporated into the intake manifold was a larger intake runner. By lengthening the intake runners we are able to increase torque which will help greatly with acceleration.

Here’s some higher resolution images of the 3D CAD renderings:

STILLEN Supercharger Development Posts

After the decision was made to go with the Vortech Centrifugal Supercharger, work began on developing the kit.  The engineers spent hours under the hood of our project G37 Coupe taking measurements, test fitting parts, and checking the tight clearances to see where they could put all of the necessary components.  The new VQ37 has a very unique and challenging dual throttle body intake design.  The STILLEN engineers have had great success with making big power off this design and a perfect example of that are the Generation 3 Intakes which offer up to 18 horsepower!  However, the supercharger was going to require some creative thinking and once again, the engineers have pulled it off!

Here are some pictures of the STILLEN-designed intake manifold done with our 3D CAD software, and some of the new aluminum castings just received before final machining:

All of the engineering for this intake manifold has been done in-house.  We began by developing several designs in our 3-Dimensional CAD programs which allow us to test virtual airflow and simulate installation and function on a “virtual engine.”  Once the CAD drawings are completed the engineers “print” out a plastic part on our rapid prototype machine.  This prototype is constructed out of a durable PVC plastic material and allows us to take our virtual work to the real world.  With this prototype we can install the part on the engine to check our fit and finish, we can also use it for mock-up to run the intake piping, bolt up throttle bodies and route serpentine belts and more.  We actually ran the car with this rapid prototype plastic manifold on the car which allowed us to check belt alignment and clearances while the engine was running.

Due to the overwhelming cost, we do not have an aluminum foundry in the back of our shop, so in certain instances like this some of our products have to be outsourced to specialists. These aluminum castings come back to our shop for final machining and finishing before being assembled with the intercoolers and the rest of the kit.

The company who does all of our castings also manufactures parts for some of the largest manufacturers in the industry including:

  • TRD
  • Roush Racing
  • DART heads
  • Chrysler
  • Cosworth
  • Bombardier
  • Edelbrock
  • and many, many more.

We are also very proud to say that they are based in the U.S.A. This is very important to STILLEN, as we feel too many companies these days outsource to other countries and we try our best to keep all of our manufacturing in-house or at least in the U.S.A.

The primary reason for engineering the new intake manifold is the inclusion of the intercooler in our Air-to-Water Intercooler System.  Because of all of the heat built up during the compression of the supercharging process it is best to run some sort of intercooler system.  There are two different types of intercooler systems, Air-to-Air and Air-to-Water.  We chose to run an Air-to-Water system for many different reasons.

First question that usually comes up is:  What is an intercooler, and what does it do?

An intercooler is essentially a radiator that cools the air compressed by a turbo or supercharger.  Air-to-Water and Air-to-Air intercoolers essentially do the same job but go about it in two different ways, each having their pros and cons.  The compression of the air by the supercharger or turbocharger causes the air charge to become superheated.  When the air is heated it loses its density and also becomes less oxygen rich.  An intercoolers function is to lower the intake air temperatures, thus regaining the density of the air and increasing the levels of oxygen in the air charge.  Another benefit to the cooler air charge is the ability to run higher levels of boost, and more aggressive tuning without the concern of combustion anomalies.

Air-to-Water Intercoolers

Air-to-Water intercoolers are very similar to your cars cooling system.  A water and coolant blend is cooled through a radiator/heat exchanger and is plumbed to the intercooler which is mounted inside the intake manifold.  The compressed and superheated air coming out of the supercharger is blown across an intercooler which is being cooled by the water/coolant blend.  This is where the heat is transferred from the charged air to the intercooler and removed back out to the heat exchanger. This thermal transfer cools the air at the last possible second before entering the engine thus guaranteeing the coolest air charge possible.

Air-to-Air Intercoolers

In an Air-to-Air system the superheated compressed air is cooled through the intercooler which is usually mounted up by the front bumper.  The air then has to travel back to the intake manifold through metal tubing.  This tubing is sitting inside the hot engine bay which is being heated by the air coming through various coolers such as, radiator, oil coolers, and also the heat coming off the exhaust manifolds, the engine block and the valve covers.  The intercooler does remove a significant amount of heat but because the air has to travel back through the hot engine bay it is then being reheated before going into the engine.

Advantages / Disadvantages

A distinct advantage to an Air-to-Water intercooler is the condensed packaging.  Air-to-Water intercoolers only require a relatively small heat exchanger in order to work efficiently.  Think about how much outside air is coming through the front of your car.  Now stick a heat exchanger or Air-to-Air intercooler in front of your radiator, oil cooler, transmission cooler, power steering cooler, and intakes.  It quickly becomes clear that a large Air-to-Air intercooler is going to consume a large majority of the cool, fresh air coming in from the outside which also needs to be used to cool other vital components of your vehicle.  Because an Air-to-Water heat exchanger is substantially smaller it does not need to consume as much cool air that can be used by other coolers for the car.

Air-to-Water intercoolers are actively cooling the water inside the cooling system by continually pumping the coolant utilizing an electric water pump.  This means that it is effective and efficient at any speed.  An Air-to-Air intercooler system greatly relies on the vehicle’s speed to generate sufficient airflow around the intercooler.  This means that in real world conditions the Air-to-Air intercooler is not getting any air flowing through it while it pulls heat off of surrounding vehicles and off the road surface itself.  At the same low speed or stop light situation the Air-to-Water system is actively circulating the coolant.

The only downside to an Air-to-Water intercooler system is the cost.  Because there are two coolers, water pump and additional hoses and fittings for the plumbing the cost is a bit higher than just one large air to air intercooler.  However, the performance benefits far outweigh the cost differences in our opinion for this application.

Look for additional updates soon!

STILLEN Supercharger Development Posts

A little while back we had a chance to meet up with Matt Farah and his awesome crew from TheSmokingTire.com and show them around the buildings here at STILLEN.

Matt and Steve then jumped in the bright orange STILLEN GT-R and took a run through some of the local canyons.  See below for the video!

Matt started The Smoking Tire video series last year, and previous to that was the driving force behind Garage419. Two minutes with him is all it takes to recognize that he’s a true car enthusiast, and he’s as genuine as he comes across in his videos. Be sure to check out and subscribe to his video series here.

STILLEN is proud to announce we are nearing completion for the Nissan 370Z / Infiniti G37 Supercharger System. As we approach production, we will be updating the progress as frequently as possible on our blog. We’ll start with the concept, and some insight into the development process.

This 3.7L supercharger development began in late 2008 and moved steadily through 2009.  We had a bit of a delay in the development while the STILLEN R35 GT-R was prepared for Targa Newfoundland, but after that car was completed it was back to business on the supercharger!  We have just started the new year in 2010 and we are excited to say the supercharger is nearly finished!  Here is a re-cap on our development and some of the engineering that went into making this kit come to life!

When the 350Z came out in 2003, Steve Millen and our engineers sat down to discuss the main goals for the STILLEN forced induction solution.  The consensus was clear; the STILLEN VQ35 Supercharger System had to be CARB legal and had to offer a 3 year/36,000 mile engine warranty.  It had to be a turn key, ready to run kit and offer great power gains.  To meet those demands Steve and the STILLEN engineers decided on the Eaton MP62 blower.  It met all of the requirements and worked perfectly!  That kit was a complete success and was the first supercharger on the market to achieve CARB legality and offer an engine warranty, with gains of approximately 100 horsepower at the wheels.

When the new VQ37 engines came out Steve again sat down with the engineers to discuss what was the best method of forced induction for the 370Z and G37.  Although the VQ35 roots supercharger was a complete success, we did learn a lot about what our customers wanted and what they would have preferred.  We learned that some people do not want to change their hoods to accommodate the clearance for the supercharger.  We also learned that even though some people want a CARB legal, warrantied kit TODAY, in a year or two they might want to upgrade the system to get even more power.  Unfortunately the MP62 blower used on the VQ35 kit does not have the peak horsepower potential of some of the other forms of forced induction.  It offers great bottom end but can get a bit choked off at high RPM when running higher levels of boost.

With these points in mind the ultimate decision was made to go with the Vortech Centrifugal Supercharger.  The Vortech unit offers higher peak horsepower potentials and enables fitment under the hood for a clean installation.  STILLEN has partnered with Vortech in the past to develop supercharger systems for other cars such as the Mercedes CLK430 and other Nissan vehicles like the Maxima and Xterra.

 

The STILLEN VQ37 Supercharger System will have 3 Stages:

  1. Tuner Kit – All the hardware and equipment minus the fuel management. This kit should be ready in about two months or so. Look for it around the end of February beginning of March.
  2. CARB Legal Kit – This kit will be 50-state legal, and while it won’t have as much power as the other stages it WILL be street legal! More than likely this kit will be running around 6 psi. The release of this kit greatly revolves around the amount of time it takes CARB to grant us a test date and review our results. We can’t give a solid ETA on this because it really is up to CARB.
  3. Competition Kit – This will be a pre-tuned race kit that will not come with any warranty and will not be 50-state street legal but it will be a bolt in kit for the guys looking for a bit more power but don’t want to bother with figuring out their own tuning. This kit will be developed along side the Tuner kit so look for it to be released around the beginning of March.

We invite you to follow along, we’ll be updating our blog with new information, status updates, dyno information, and additional technical information. Coming up is a detailed explanation of the cast aluminum intake manifold we developed for this system, and the benefits of the additional engineering STILLEN has put into this kit.

STILLEN Supercharger Development Posts

We ran across a thread from TitanTalk.com from one of our customers fillup who has had the STILLEN 5.6L Titan Intercooled Supercharger System installed for a while now and wanted to let everyone know his thoughts in his Titan supercharger review.

Customer 3 Year / 85,000 Mile Titan Supercharger Review

Customer 3 Year / 85,000 Mile Titan Supercharger Review

fillup gives his impressions on the kit, and how it has held up over the years:

I have now had my Supercharger for around 3 years and have managed to put 85,000 + miles on it. I have driven in every type of conditions imaginable from Living in Aspen to Working in Yuma and Spending way too much time in LA. My mileage has been 65% highway with rest in heavy urban environments.

I have owned a wide range of all motor and F/I vehicles. ranging from 360 AWHP Scooby’s to a 450+ RWHP Z’s and numerous all motor lead sleds. This however was my first modified truck.

As has been said the only thing better than power is more of it and the s/c has definitely delivered. The truck has a fairly linear torque curve with good power available from 1800 to 4500 rpm. The superman appeal of going from tire melting head jerking power to mild mannered truck is nice.

Another member RyTan adds:

Nice, I have had mine on for coming up on two years, and about 20,000 miles, and I have not had any real issues other than some belt squeak. Looks like a good installation can really be the deal maker for this add-on. Its good to hear from someone who has had a positive experience with their SC. Knew there was a risk when I put it on, but was willing to accept it. I feel that Stillen did a good job of maximizing what they could do safely without destroying the tranny, cats, etc. I am very curious to see what they have up their sleeve for the stage 3 upgrade.

For more information, including dyno numbers on the STILLEN Titan Supercharger, visit the product page HERE.  Also available is a kit for the Armada 5.6L and QX56 5.6L.

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