Lotus Elise Intercooled Supercharger Kit - Technical Section
• MP62 Supercharger
• Bar and Plate Air-to-Air Intercooler
• Custom designed Intake Manifold
• CharlieX Reflashed ECU
• Fits 2004-2009 Elise and Exige

MP62 Supercharger

We use the venerable MP62 supercharger. Same unit as Lotus themselves uses for it's factory forced induction engines. This model supercharger provides us with exceptional performance in reasonable packaging. Our base kits is uses a 3.2 inch pulley that allows us to make 7.45 psi of boost in the intake manifold. This is more than enough boost pressure to give you an additional 100 horsepower on tap. In order to make the supercharger as efficient as possible we designed a cast supercharger inlet and outlet with SolidWorks and a fluid flow simulation program called CosmosFlowWorks. The outcome was staggering numbers which really show up on the dyno numbers and the road performance of the Supercharger kit.

Intake Manifold

The Intake Manifold also was a design from a blank Solid Works page. The 2ZZ is a high revving motor so we chose the route that would complement the engine properly. To start we knew that we would need to have short runners and a relatively large plenum. At eight thousand rounds per minute you need high air velocity! We made sure the runners were smooth as possible to reduce turbulence in the manifold and ultimately hurt performance. Despite the air being forced into the cylinders we needed evenly distributed air flow. The goals were set and engineering was done, the outcome is a one of a kind Intake Manifold developed solely for our Forced Induction 2ZZ application.

Intercooler

The dyno plot tells you all you need to know about performance:
What it doesn‘t tell you is how we do it and how we make this power while maintaining reliability. The secret: Cooler intake temperatures. Cooler intake temperatures mean a denser intake charge and a denser intake charge means a larger mass of air in the combustion chamber at any given boost level. More air means more horsepower (with the proper control of fuel and ignition timing, of course). Cooler intake temps have the added benefit of reducing the risk of engine damaging detonation.

During testing we saw peak Supercharger outlet temperatures of ~115 deg C being reduced to ~55 deg C under full load. That decrease in intake charge temperature equates to 17% more air in the engine and explains how we get the power we get from the kit on typically what is the same boost pressure as other non-intercooled kits."

Injectors

Charlie X Custom ECU Reflash

Upon conception of our Supercharger Kit, we sought the best Engine Management Solution and now we have a great working relationship with CharlieX. Together we have spent countless hours of dialing in the Fuel Map, Ignition Map, Variable Cam Timing Map, etc. After long days and some nights of tuning the car really seemed happiest at about 13.0 afr on the small cam, then at peak torque on the large cam 12.5 afr at peak torque and 11.9 afr at Peak Power. While running it slightly richer than usual we did lose some horsepower but what we gained was reliability as a richer AFR gives you better in cylinder cooling. Simply said less heat, less stress! We use our in house Dynapack Dynometer, in the load based tuning mode. This is great R&D tool to dial the car in properly with its steady state rpm tuning and load ability. Some of the great names in the automotive industry use this dyno like NISMO, TRD and  Nascar those are just a few to start.

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