We at GTM Performance Engineering are proud to announce the GTM Titan Supercharger Kit for 2004 Ė 2012 Nissan Titan Trucks. Our Supercharger Kit uses the biggest supercharger unit in the Rotrex line-up: the C38-92. This unit uses a CNC machined billet aluminum compressor wheel and is capable of flowing 84lbs/min of compressed air while being able to spin to 90,000rpm (higher rpm than any other supercharger on the market). The Rotrex superchargerís unique traction drive also has the highest drive efficiency of any other blower with 98.4% efficiency which means less parasitic losses than traditional gear driven blowers allowing for better fuel economy when your foot isnít buried in the throttle.
One of the critical advantages that a centrifugal supercharger offers specifically on the Titan is that it as it spins faster, it moves more air. Since the Titanís VK56DE engine was designed from the start as a truck engine, Nissanís focus was on maximizing low end torque for towing and motivating a heavy vehicle with relative ease. As a result, the engineís torque curve falls off sharply at higher rpm as the long runner intake manifold becomes more restrictive. A centrifugal supercharger like the Rotrex we use in our kit really starts shining at higher rpm and boosts the VK56ís anemic power output with ease. This allows the Titan owner looking for better performance an opportunity to have their cake and eat it too: gobs of bottom end torque on tap with loads of top-end horsepower. Another nice thing about using the Rotrex on this platform is that unlike other centrifugal superchargers on the market, it produces very respectable low end torque.
The key to the Rotrex supercharger is unique compactness, efficiency, low noise and reliability and its state of the art traction drive technology.
Great speeds and low noise are just some of the advantages of traction drives over traditional gear transmissions. Traction drives transmit power through friction forces between its rolling elements.
The Rotrex traction drive uses an elastic annulus with a small pre-span to secure contact between the roller planets and the sun shaft with a reasonable force. The patented "ramp effect" increases efficiency and reliability in the transmission by regulating the torque transfer capability on demand through self-adjusting planet geometry.
To enhance performance, the Rotrex traction drive uses a special traction fluid. These fluids are a new family of synthetic hydrocarbon oils and greases offering a series of unique performance advantages. Developed specially for its use in Rotrex superchargers, the SX100 momentarily increases viscosity under high surface pressure, enhancing the traction drive performance by securing the optimum friction between rolling elements while cooling and protecting the system.
This traction drive combined with the latest technology in centrifugal compression, characterized by high adiabatic efficiency and low noise, gives Rotrex superchargers an exceptional competitive edge over any other forced induction solution.
After installing and tuning a wide variety of competitorsí supercharger kits on Nissan and Infiniti sports cars, we were able to observe a number of shortcomings and were inspired to develop our own line of supercharger kits superior to other offerings on the market. Problems weíve seen with other kits over the years that we wanted to address with our own line of kits include: insufficient power production for the money, belt breakage and slippage, obnoxious gear lash noises and rattling, limited power expansion, and unreliability.
Some of the key things we have done with our design for the Nissan Titan that meets our goals are as follows:
- SUPERCHARGER NOISE : We chose the Rotrex unit, a very QUIET supercharger compared to anything else on the market .
- SUPERCHARGER BRACKETS : Our supercharger bracket is a 3 dimensional system made out of thick billet aluminum with exceptional triangulation to prevent any flexing. We also mounted the supercharger unit as close as possible to the engine to limit the amount of flex as well as keep the belt length down between pulleys. It is known that bracket flex leads to excessive stress on the belt and can cause premature failure and belt slip.
- BELT AND TENSIONER DESIGN : We have over 80% belt wrap on our supercharger's pulley and by using the factory automatic belt tensioner, over or under tightening is simply not possible.
- ENGINE MANAGEMENT: With our GTM Spec flash using UpRev software, we are to able to maintain OEM drive ability so the truck will run like stock, only with a lot more power.
- POWER DELIVERY: The GTM supercharger is the best bang for the buck out of the box.
- RELIABILITY: Between the engine management we use, the quality of our components and the use of an air/air intercooler, our kit will prove to be the most reliable system available on the market.
Our Turn-Key Kit comes with our GTM Spec ECU Flash, Bosch EV14 Fuel Injectors, and Walbro 255lph Fuel Pump.
Since many Titan owners already have UpRev, we also offer a Tuner Kit that comes without engine management or fuel system upgrades. We have the fuel system upgrades available for purchase separately on our website or the installer/tuner can select fuel system upgrades of their own.
Here at GTM Performance Engineering, we pride ourselves at being on the cutting edge of technology and as a result, we stay ahead of our competition. Our design philosophy is to work around the car and design a kit that is as unobtrusive to install as possible. Even changes we do end up making to not take away from the car. For example we always knew that the Titanís stock intake manifold was a strength and sought to keep it in play since it helps give the truck excellent bottom end torque.
When we started on this project, we acquired a VK56VD engine directly from Japan before it was even available in the US market. Using a new 3D computer scanning technology, we are able to effectively measure every dimension and contour of an object and have it saved as a computer file. By scanning the VK56DE engine we already had along with the VD engine, we were able to convert the scan files into CAD files to ensure that whatever design we developed had as much cross compatibility as possible. Below are some of the pictures of this process.
At GTM, we believe that engine management is the most critical aspect of offering a good, reliable forced induction system. Naturally, designing and developing a kit is no easy task, but it would all be for naught if it is dangerous and unreliable due to poor engine management. We seek to protect our customersí investment by ensuring that they have the best opportunity for a successful build.
We have been in the tuning business for 20+ years and we know that there are other, cheaper engine management options that we can supply with our kits like piggy back systems. By going directly to the ECU and editing the tables, we are able to maintain excellent driveability that works day in and day out.
We are strong believers in doing it right the first time and that leads us to achieving maximum performance. When we develop a new kit, we go to great lengths to ensure that all the bases have been covered: everything from measuring fuel pressure before and after modifications, to monitoring injector duty cycles and even adding additional knock detection equipment. By using a separate knock detection system, we can get a second set of data instead of simply relying on the factory ECUís own knock detection algorithms. We donít tune a kit on a vehicle without having knock detection installed. The other big benefit of the Rotrex is that since it is not a gear driven, it does not transfer any vibrations to the factory knock sensor that may confuse the factory ECU to think that knock is occurring. Our research has found that a lot of tuners will have to turn off the knock feedback on the software because the ECU will continue mistaking a gear driven supercharger for detonation and pull timing resulting in a loss of horsepower. As a result, detonation can occur and the ECU would be none the wiser resulting in a blown motor.
We donít just rely on dyno tuning alone. Even though a dyno provides good information, road tuning is done as well to ensure that the base tunes that the customer gets are right on the money. Since we are tuning via MAF and our fuel system modification is very straightforward, we can get very good consistency with these tunes. Also, by placing our MAF sensor in a blow through setup instead of a draw through system, it works as a second line of defense against detonation. The MAF sensor relays the exact temperature of the air before entering the engine and allows the ECU to use its dynamic timing correction based on weather conditions. In other forced induction systems that use a draw through MAF, the ECU is only taking ambient temperature into account. By the time air goes in, gets compressed, cooled by the intercooler, and heat soaked, the ECU has no idea what the actual intake air temperature is and will run a potentially dangerous ignition timing profile. When adding a forced induction system to a naturally aspirated vehicle, a blow through MAF setup is the only way to ensure that safety and reliability are maximized while making big power.
Here are some of the dyno graphs for our 500HP kit. This kit was installed on a completely stock truck with stock airbox, stock cats, stock exhaust manifold, and stock exhaust to demonstrate how efficient our kit is with minimal modifications to the truck. As a result, this is a very cost effective modification and since it works so well on a stock truck, you almost donít even need to do anything else to have powerful machine. That said, adding modifications in addition to this supercharger kit will make it even more powerful.
Since our supercharger kit isnít the first on the market, we chose to dial it in at 6psi of boost so that it can be compared to the competitionís 6psi system and see how our kit has more area under the curve and potential to grow. Keep in mind that this kit is by no means maxed out and is barely working in this setup. By simply going from the factory panel filter and stock airbox to our high volume, velocity stack intake, we jumped from 6psi of boost to 9psi with the same intake air temperature measured by the ECU. With additional exhaust modifications, this kit can deliver 600HP. Our kit will be installed on a heavily modified Titan at the end of August 2012 and our goal will be to make 600HP. We have no doubt that this will be easily accomplished.
Here are the pics of the GTM SUPERCHARGER KIT and some of its major components
Here are some pictures of installation:
***INTRODUCTORY PRICING IS AVAILABLE ON OUR WEBSITE FOR A LIMITED TIME ONLY***
Our Turn-Key Kit is $5,902.00 and is available here: GTM Motorsports*::*FORCED INDUCTION*::*GTM TITAN SUPERCHARGER KIT ROTREX C38-92 TURN KEY
Our Tuner Kit is $5,188.00 and is available here: GTM Motorsports*::*FORCED INDUCTION*::*GTM TITAN SUPERCHARGER KIT ROTREX C38-92 TUNER
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