I just got done watching that video and it gave me a chuckle to see this comment right after that

If you look closely in their video it was wired reverse polarity meaning it was actually pulling air FROM the mustang instead of forcing air into it...😂 there’s a reason they lost 38hp. That said call me old fashioned but I’ll just stick to traditional turbo technology for now till technology improves more for the electric stuff to work better

@@1rstGear I agree, I would much rather stick to traditional stuff until this gets improved and become more affordable, the idea of having a supercharger being turned on and off like in Mad Max sounds exciting but I don't think it's here yet

They put it on backwards though...

LOL! Remember it was House power. Not horse power. LOL!

How much is it?

It's cost $ 3400 you can order by filling in the contact form on www.torqamp.com and ask for the order form.

@@TorqAmp 3400?? You can get a stage 2 turbo for that price and they rven install it for you.. 280hp guaranteed

@@TorqAmp dude you are charging too much for a brushless motor with some arduino controller reading the RPM or the TPS sensor hooked to a turbo... i can do that for way, way less

I definitely agree man if they can make it more efficient to create more boost and power while bringing the cost down this will be huge in the forced induction world

Hell Yeah Brother!

Me too I can't belive

Yuuup

I’m buying one because of him going on my 2002 subie with nitrous.

Haha yess sir

Thats because the one cleetus used originally was rated for like 2.0 4 cyl engines it makes 5-6 psi of boost max .... he put it on a v8 .. it jus wasnt strong enough.. and also apparently it was wired wrong but regardless still wasnt meant for that big of an engine

Your right. There is a a 48V battery in between that is charged with a special developed 500W charger that can charge from the 12V system. The TorqAmp compressor is around 5kW. So 1 second of boosting requires 10 seconds of charging. The battery can provide up to 4min of boost. The TorqAmp compressor is only rotating at fast accelerations so standing still most of the time.

Check #torqamp on Instagram ;) instagram.com/explore/tags/torqamp/

Think so, manufacture says yes

it's approximately up to 6psi of boost. It is great to run the TORQAMP in combination with a large turbo build. You can find some more details about that on our website www.torqamp.com

Yes the torque will increase. Gaining some performance up to 3000rpm should be possible with the TorqAmp kit. For the high rpm air flow we have a bypass valve. Check here torqamp.com/bypass/

Thanks for your reaction. The nice thing is that we create an ECU map area that didn't exist before because naturally aspirated engines have no map above ambient pressure and we only add something above ambient pressure. Therefore we didn't have any problems with tuning OEM ECU's yet.

Anti lag system is cheaper and gives you even more poweeeer.

Not sure if we understand you correctly. You mean the compressor part of a turbo or a complete turbo?

@@TorqAmp I mean a turbo mounted on top of a supercharger blow outlet that exists in that car standard ,so ur bow is psi nking gb e turbo and that's wat ur running into ur manifold ,so its turbo power spooked by supercharger instead of exhaust or both even , turbo would spool quicker I'd imagine ,

@@ufoxfox4352 yes indeed, a turbo spools at lower rpm combined with TorqAmp. We have several dyno runs on our website where the TorqAmp is combined with turbocharger. Check torqamp.com/use-cases/ for example the Subaru Forester, the Toyota Supra 2jz, Toyota Landcruiser and a BMW.

Check out this video! kzfaq.info/get/bejne/iL2fjdd12L_Ip58.html huge torque gain in combination with a large turbo. Not sure about cranking the engine with a TORQAMP, never tried it.

It highly depends on the match between the current engine / turbo. The TorqAmp is great for killing turbo lag in the low rpms but not for adding high rpm power.

@@TorqAmp thanks!

These are made to show the potential of the TorqAmp on different vehicles. We will try to get some proper installations from our customers soon.

@TorqAmp send it to me and I'll make a video doing it right,on one of the most popular engines most modded engines currently on the market. My car is a OEM+ build,something that this type of application would be a large demographic(something that could give power without a "permanent" installation). I'll edit everything and send it to u to post on ur channel(as I don't have an audience)tho the algorithm would pick it up reguardless,as well as all the equipment. Not looking for anything free,just looking for a video where someone actually plumbs this system in properly and used in the real world,and the power gains ACTUALLY given

You're right. This is important to tune. So a tuner should program new maps into your ecu. Some ECU's such as the one in the Lexus IS200 only need a fuel cut defender to work. That makes it easier. But in general your can needs ecu tuning. It's the same for turbochargers or belt driven superchargers. These devices only provide additional air to the engine to enable the engine to burn more fuel.

@@TorqAmp How about a low pressure like 0.2-0.3 bar, Will the stock ECU handle that? Is the MAF sensor able to send more fiel in the combustion?

@@peucaue our experience is that the injectors can supply enough fuel and the sensors could sense the additional air. We did lot of testing with older cars without ECU changes. You see the cars will start shaking and cut fuel at in the lower rpm's but will have good performance in the higher rpm's. We expect the ECU's are tuned for closed loop control in low rpm's and open loop control in higher rpm's. So based on the experience of other people with turbochargers or superchargers on a specific car/engine you could check if it requires tuning. Or it will work flawless for a lot of miles. We always recommend to check the air fuel ratio and ignition timing of the engine at a tuning shop so you're sure your engine will not be damaged in the future.

@@TorqAmp As a Stock TurboCharger, I think this problem would solve, adding a system that detects the RPM of the car and maybe turning the compressor on only above 3K RPM. Or maybe modulating the amout of power into the compressor's electric engine, so it spins the right amout for each RPM.

@@peucaue yes this is possible. It will be comparable to FIC systems, FIC systems will detect engine rpms etc. also have the possibility to add an additional injector to provide more fuel so the engine will not run lean and you could get the maximum gains out of the TorqAmp. You can for example check ECU Master Digital ECU Tuner 3.

You can order at our webshop www.torqamp.com We work with production batches so the current batch is produced now and it can take a couple of months to finish production.

Nope unfortunately we didn't test yet on a rotary.

Yes performance is great! Check our video on this channel about the Toyota Supra 2JZ large turbo build. On our website you can also find the dyno chart of the Subaru Forester STI with larger turbo

@@TorqAmp thanks for the reply! I messaged you guys on Facebook so if we can get in contact it'd be amazing

@@henry6777 thanks! Email works the best in general. Use jelke@torqamp.com for faster replies.

For those power gains, an intake, tune, and catless exhaust would be a much cheaper route. This is a gimmick

It depends. This car will compensate the fuel based on the lambda sensor on the exhaust so no problem at all. This is a widely used trick to tune this car because it's easy and safe. When we want to tune another car we always search for a tuning expert for a specific brand/type and he will know what is safe. For most cars it's chiptuning the ECU.

its a start..

@@96jonsson But not a finish... The problem with this is on larger engines and the limited flow through capabilities. I would probably be better off with an old Paxton/Vortech/Pro Charger with an electric motor attached to them.

@@Todd.T I think the POSSIBLE way it could work for bigger engines like V8s would be if you use the regular intake system and then cut a hole into the side of it and stick a pipe in it where the electric "supercharger" can feed more air into the engine without any restrictions It's kinda hard to explain what I'm thinking, if I had a way to actually show you what I'm saying then it might make a little bit more sense

Elon "CheekyKnob" Musk No. I totally get what you are saying. It would have to be in front of the mass air sensor so it could meter the extra air and have a valve operated by electricity. As high voltage systems become more popular in the car, I think we may see this.. You’ll need a boost program too. These are exciting times, especially with hybrid engine technologies. They’ve been around for a bit. Look up the Infineon sponsored Panoz from back in the day Q9 GTR-1 Hybrid

@@Todd.T personally I can see electric FI being up there with turbos and superchargers if they get enough support, especially if they end up being easier to install but the main problem right now is the price but I guess it also depends on who you're comparing it with, for example Person 1: knows how to and has the tools to do fabrication to install a turbo at home so he/she can buy a kit and do it himself/herself and would save money instead of getting an electric FI system Person 2: doesn't have the knowledge nor access to do his/her own work so he/she would have to buy a turbo kit and have someone do the installation for him/her which all around might cost as much as buying an electric FI and just finding a way to install it at home if they're creative enough to find a way to make it work (like me with the idea of an intersection intake system like a "Y" system) And another thing I notice is that these electric FI seem to have a less parts to install in order to get it working because if you use something like a turbo then you gotta have oil feed lines, fittings, intercooler, manifold, etc While the electric FI seem to just need a custom intake and air flow sensor with some wiring and you're pretty much set and can possibly have it going within a day with less worry of trying to fit everything on like how you gotta put an intercooler somewhere in the front of the car to get cool air But one thing I do want to know is if these electric FI systems get hot and if they do then how can you cool it down? Plus what are the maintenance for something like this? And as a side note I'm comparing prices of a turbo kit for my Toyota 1uzfe engine from my lexus so a turbo kit might be cheaper depending on what motor you're working so I'm not trying to speak for everyone and maybe I might be looking in the wrong place for a kit for my motor

We are running a Kickstarter project right now www.kickstarter.com/projects/torqamp/torqamp-electric-supercharger

Is it a company or a hobby project? We haven't seen it so far.

@@TorqAmp no it's his personal project. Definitely a odd setup. He's older but I'll do videos when I'm back in town.

Sounds always interesting to see what other people did on this. We like that people do this and prove on dyno's around the world that this system is not fake/scam.

Please send us some details on these MX5 builds to info@torqamp.com, we like to buy a good and cheap MX5 for TORQAMP tests combined with supercharger. On the mainland of Europe these cars are much more expensive when not rusty.

Naa more like £4.500-5000 for a fully complete supercharged MX-5. Maybe a bit more for one in top condition. They don't come up for sale much. But if you shop around you can find Skyline GTSTs which have already been tuned for £2-3k more :)

So far we did all installations without intercooler. The pressure is relatively low and therefore the air temperature increases is relatively low compared to turbo's which run higher boost. An intercooler could be installed but not mandatory.

@@TorqAmp cool stuff, love the simplicity. are you still developing this product? also have you tried any sort of hybrid twincharging setup? seems to me like the advantage performance wise is that you get full boost at low RPM but the disadvantage is that boost doesn't scale with engine RPM, so it's basically the opposite of a normal turbo. a combination would be interesting for sure as an anti lag setup.

@@givemeajackson yes you can check our website and see dyno graphs of both with and without turbocharger. We sell this product and several people are driving around with the system. Also we are doing small upgrades. We work with production batches. So we are producing now and this batch is not yet sold out.

Way to expensive for the little amount of power you gain. You can almost buy a good supercharger kit for that money or assemble your own turbo kit.

One thing to take into account is the price of the installation of such a kit. The installation of a TORQAMP takes 1-2 hour. The installation of a turbo/supercharger kit is much more time consuming and therefore a major expense when you outsource the installation.

TorqAmp if you can fabricate your own turbo kit you won’t have to worry about installation cost lol if you can fabricate your own kit most know how to install it, not to mention i’d much rather spend a few days on a real turbo than waste time on this scam

Keep an eye on our social media. You never know what is possible in the future. Maybe an intermediate solution that can run from the 12V system.

@@TorqAmp so is this still available? What is the website thx

@@m.morininvestor9920 yes its available, check www.torqamp.com

cleetus mcfarland did it already

Yes!

On the Lexus the tuning was harder because we cannot influence the ECU. So on the 2.0 Honda Prelude and Mini 1.6 the ECU's are properly tuned and the 1.8 should have a gain in between. This is always an estimate but it is a good estimate.

It's 2749euro excluding tax and excluding shipping. Which is 2977usd. Tax and import duties depend on your local regulations.

This is the case when you run a large turbo build. For this we developed the Bypass valve which you can find in our webshop. The pressure drop over the compressor during normal street driving is small. The throttle valve in the intake of an engine is there to generate a pressure drop to avoid your engine from running lean and accelerating. When driving full throttle with the TorqAmp off, the car is still a good and safe drivable car. But yeahh why turn the TorqAmp off when you have it installed?

Yes we developed a bypass torqamp.com/bypass/ For a 2L you don't need it but for larger engines it could be beneficial

@@TorqAmp thats great stuff that you guys already done this in the meanwhile. Though i saw cleetus lose 13hp with the torqueamp hooked up and not turned on with the 2.2l cobalt so i will lose maybe around the same number of hp on the 2.0l w/o the bypass, atleast it seems logic sense to me. Please correct me if im wrong and explain me why i would not lose power on the 2.0 3sge when the torqueamp is in off mode. No offence and sorry for being sceptical, i really love the stuff you guys have put on the market, i just want to be well informed on this before i would spend a serious amount of money on this electric supercharger.

@@monoracer_ completely understand. You can check the Honda Prelude dyno graph which shows something comparable. torqamp.com/use-cases The reason I said it's not necessary to use the bypass because the loss is relatively low amount of horsepower, you can perfectly drive and you probably don't have the intention to drive with TorqAmp off. It obviously also depends on how you want to use it.

@@TorqAmp so you can put a switch on the gas pedal with progressive boosting? For example: 25% throttle -> 25% power from the torque amp 5p% throttle -> 50% power from the torque amp 75% throttle -> 75% power from the torque amp 100% throttle -> 100% power from the torque amp I wouldnt bother the impellor drag hp loss when its turned off if this would be possible

@@monoracer_ it's possible but you have to find the right balance between energy consumption/heat development. We recommend for example 75% throttle is 0% TorqAmp and 95% throttle is 100% TorqAmp. Don't expect complete different driving behavior when the TorqAmp is turned off at low throttle position. The reason is simple. A car will drive with nearly closed throttle valve while cruising. So you don't pull huge air flow through the compressor so it will not or nearly limit the air flow. Even if there is a pressure drop over the TorqAmp compressor this will be compensated by opening the throttle valve slightly more by your feet. So if you spin the TorqAmp compressor reducing its own lag at 25% throttle you will close the throttle valve even more by feet (otherwise your car starts accelerating).

It's a dyno based in Schenck components that we use. It's not a normal dyno because this one can also power your wheels. For example drive cycle tests and regeneration of electricity for electric vehicles. You can also find on our KZfaq channel several dyno runs at several shops.

@@TorqAmp I am familiar with the dyno as we use a much larger one for EMMISSIONS testing in a class 8 lab.I have question this type of turbo but would love to see this on a engine dyno under environmental control using SAE scaling.

The Lexus in the video is a 2 liter 6 cylinder engine. When you like to use more engine power, you also have to burn more fuel. And when you're used to more power you automatically burn more fuel over and over again ;) But we are pretty sure that we have a better fuel economic solution than the belt driven supercharger which is the commonly used upgrade for this car.

In the IS200 its a 1G-FE 2.0 6cyl engine that puts out around 153bhp. if you're looking for decent recommendations and you are on FB looks for the Lexus is200/is300 group or the LexNation group where you can ask any questions you have about your car. PS i've known of people getting improved mpg with turbo setups but with a 3.0 2jz you cant expect the mpg on it to be stellar xD

bryan paz you are a noob, those two things are opposites lol you can’t have both for the most part with any performance upgrade you will increase gas consumption, with a tune made for performance you will almost always lose gas mileage

@RavenPrecept indeed, we don't load the 12V system when boosting so no additional power has to be provided by the alternator. We load the 12V system when cruising to charge the 48V system in the black box. So you get maximum power available for acceleration.

More gears to wear out?

You're right. To get more torque/power you need air, fuel and ignition timing. So the TorqAmp provides enough air proven by the pressure measurements. The air fuel ratio is right because we measured it by a wide band lambda. Because the ecu is not mapped but only the pressure sensor is equipped with a fuel cut defender, so the ignition is not right for high torque. For a better example what the TorqAmp can do you can take a look at the results of the Honda Prelude which is also a 2 liter engine and well tuned.

It is easy to gain more with chip tuning if the car is already equipped with a turbocharger. This is not possible for naturally aspirated engines such as in the IS200. The IS200 has an ECU that is self learning and therefore the results could be better (check the Honda Prelude video, it's also a 2 liter). It is also possible to gain more on naturally aspirated engines with higher boost levels but it requires much more effort such as opening the engines and lowering the compression ratio. Therefore the TorqAmp is delivering these boosts levels because it keeps the installation much easier and faster. You can keep the car original and remove the TorqAmp easily when you want to sell your car.

@@TorqAmp Thank for such a quick reply! :) But I'm more interested in E-Superchargers as a replacement for typical Supercharger. The low-end torque is nothing but outstanding, no doubts here, but the biggest question is how long can it run continuously, how long the battery can hold up berore you will need to sop and wait for it being fully charged again? This doesn't sound convenient in a longer, fer hundred km trips :/

@@zywypl You should think about it in a bit different way. You only need more air when you want more power by burning more fuel. When there is more power you will accelerate. For cruising on the highway your throttle valve is nearly closed to lower the pressure in the intake manifold and limit the amount of air coming in. Only for an acceleration you need more air so you open the throttle valve. In case of a turbocharger the turbo is running slowly and spools up when you open the throttle valve (generating more exhaust gas flow). So a typical turbo is also not boosting when cruising. For a belt driven Supercharger it is a bit different. The Supercharger is always creating pressure (consuming crankshaft power which comes from burning fuel) even when you're cruising on the highway, which doesn't require a lot of energy so to limit the amount of air going into your engine the throttle valve should be closed even more (otherwise you accelerate). The TorqAmp is standing still when cruising and at the same time charging the internal battery. When you want to accelerate and your throttle valve is nearly completely open you probably need more power and the TorqAmp spools up instantly to provide more air to burn more fuel and so accelerate faster. So for most of the time boosting devices are not necessary, only for the accelerations which last most of the time a couple of seconds. This explanation is for gasoline engines and not for diesel. Diesel combustion works a bit differently.

Yes, we recommend to use 2 TorqAmps for a 5 liter engine.

Hahahah u crazy

I put 2 on my m5 and got 1400bhp on the dyno. So happy

@@nitrorory the m5 block would crack at just 1200 hp and youd need to invest so much money in drivetrain components and other things that you might as well just go for turbos. And not only that but these electric superchargers would never ever generate enough pressure for 1400 bhp. I dont belive you.

He’s trolling dude, he’s not being serious....😂

Thanks for your feedback. We will evaluate all these comments during the development of the bigger TorqAmp. It's not a simple task because with that pressure, engine and rpm the required power is extremely high. But we will see what we can do 😉

Thank you! Cant wait to see what you come up with! I think with the advances we are starting to see in super capacitors and better battery tech it will be possible, but I definitely understand the challenges. Also, I think what you have accomplished so far is truly awesome!

@@f3nixfire yes important challenge is to get the power from somewhere. We can use the batteries as a buffer to provide enough power for short periods but we also should be able to charge the battery fast enough. Because all that energy comes from the normal car alternator. At this moment we found the right balance, but will be more challenging when the compressor requires much more power. Then people could consider to replace the alternator for a more powerful one.

@@TorqAmp I was gonna say that about the alternator. Do you think including say a 160 amp or even 200 amp alternator would make a difference?

@@f3nixfire it's hard to say because alternators can indeed deliver high powers such as 200A but not at the low rpms. And most of the time people are cruising low rpm. So the alternator cannot deliver the 200A. Another simple option could be changing the pulley a bit of the regular alternator. So it will always spins a bit faster.

You can turbo most cars for that

@@strider5119 haha you can turbo a car for 300$ look on ebay at the maxpeedingrods turbos

@@Cherokee93 show me a 300 dollar turbo build.

@@ryanwalker3509 look up how to turbo a xj for 300$

@@Cherokee93 you cant even tune it for 300. Everyone that thinks horsepower is cheap seems to have never done more than an intake and exhaust. Have you ever boosted a vehicle?

It's cost $ 3400 you can order by filling in the contact form on www.torqamp.com and ask for the order form.

Yes too expensive

Indeed the benefit is great on a large turbo build, you can find an example of a Subaru Forester STI on our website. Turbo kicks in much earlier and already boost at 1000rpm.

That is what I was thinking. Since upgrading to a big turbo in my IS300 the lag is killing me. Been toying with a small shot of nitrous just to make it spool faster. If this was a little cheaper I would be all over it. Here is hoping the tech grows as the price drops.

Thanks. For large turbo builds we recommend our bypass valve. You can find it on our website.

@@TorqAmp Once the world and my finances settle down, ill definitely be thinking about picking one up. Are there spec sheets avail on the website? im super curious on amperage and CFM/RPM stats :)

@@patd1471 yes most specifications such as pressure map are available on our website. Let me know when you miss something.

5psi about 25-35hp

@@lifeofmike556 highly depends on your engine size. Take a look at the several dyno runs at our website. This shows the potential on comparable sized engines. For comparison take the naturally aspirated ones when you compare to a naturally aspirated engine. For turbocharged engines it's a completely different story and hard to compare but in general good low end torque.

An air cleane is in general not build up pressure. Therefore not suitable for engine tuning ;)

the BIGGER air cleaner lets it suck more, so the blower will turn faster , + +

Yes indeed. The low end torque is great! We are working on lowering the price. Soon we will launch a Kickstarter campaign with a lower price. You can subscribe to our newsletter and make sure you are on the email list to get informed when we will be online. boost.torqamp.com/subscribe

The ecu runs on a MAP sensor. It can handle a certain increase in air pressure.

lol

@@rayron12345 the funny thing about this is that the boost this thing produce probably won't even engage the fuel cut.

@@AX-xi2pw im just even thinking like woah its not alot more air...

AliExpress

Pelo preço, não vale a pena

Yes, we will launch a Kickstarter campaign soon with a lower price ;)

@@TorqAmp do you think before end of year or around that time? Thank you

@@venomhemi3914 We are aiming on early next year but we are highly depending on several suppliers so we cannot give any guarantee about that at this moment.

Yes indeed, the first video from Cleetus was online for 2 days when the campaign ended. Before that video most people were skeptical and doesn't want to take the risk. We are really happy that that is changed. 😁

Until someone develops a really really fast and strong motor then... well, yes

@@lifeofmike556 such motors already exist, the problem is not with finding and fitting a bit enough motor, the problem is with powering it. This electric supercharger only makes about 5 psi of boost and it needs a huge battery that completely discharges in less than 5 minutes. You'd need a much bigger and heavier battery to power a motor big enough to make 20 psi of boost, it would be extremely heavy, and it wouldn't last long. That's the problem. We have the motor technology, but we need to power it.

A electric solution like this would give me only 5 minutes a pop ???

@@m.morininvestor9920 yes basically.

@@TheRealWALLABI Soo not worth it then ...

Not sure if we understand what you mean. We run over the whole engine rpm range. Please explain

@@TorqAmp I was trying to integrate a turbo on an internal combustion engine. In compressor selection stage, I have chosen 6k rpm for 2jz-ge engine. I was wondering If am right or wrong. That's why I asked that.

@@erenc8377 you can find a bit more details on the installation on a 2jz with GT42 in this video: kzfaq.info/get/bejne/iL2fjdd12L_Ip58.html Also more details about the setup on this page: torqamp.com/bypass/ The match between turbo and engine is depending on what you want. So when you take a small turbo it will give boost at lower engine rpm's. A large turbo will give boost at the higher engine rpm's because it needs more exhaust gas flow. When combining a TorqAmp with large turbo the TorqAmp will make sure the engine will produce boost and also more exhaust gas flow so a large turbo will kick in at lower engine rpm's. Hope you understand.

@@TorqAmp thanks,i understand. It is clear.

I do not completely understand what you mean. The combustion engine gets more air so it's able to burn more fuel. Therefore the torque will increase significantly with relatively low electric power.

​@@TorqAmp What I mean is that instead of powering the charger with the 200nm motor already found in the engine bay, you use a small electric motor. Is it running off the car battery, or powered externally?

@@AX-xi2pw it is powered from a 48V battery which is charged from the 12V system during cruising. The charger is switched off at full throttle so no parasitic losses during boosting!

@@TorqAmp ah ok. A separate battery is definitely better. Although it still won't be good for track racing or anywhere you have to keep accelerating hard for a long period. What is the highest boost pressure you have made with this in high rpm? 0.3 bar?

@@AX-xi2pw it highly depends on your engine size. A large engine will have 0 bar boost at high rpm and a smaller engine could have 0.4bar. It depends on how the compressor matches the engine. The compressor map could be found on www.torqamp.com

Most important is engine size. Here you see a Lexus IS200 which is a 6cyl. We also have a video about a Nissan 350z which is a 6cyl but much bigger. You can also check the 3.2L Porsche on our channel.

TorqAmp yes but we want to see a 2 turbo setup. We all want to see a working 2 turbo setup, and the boost gauge to the rpm video verification. We all have been waiting a very long time. Send a extra turbo to somebody that can get this information. I have already seen those videos , that is not much help.

@@tommycortez_ did you see the TorqAmp videos of Cleetus and Fasterproms?

TorqAmp yes , watched the videos , those are small displacement engine videos , 4cylinders. No doubt it will work with a small engine. Also they put the turbos in parallel, they need to put them in series and test. I love your product and I hope to see this setup on a bigger engine twin turbos in serious combination. You might have to sponsor somebody to get this done.

@@tommycortez_ yes indeed would be nice. At this moment it is a bit hard. The University here has really strict Covid-19 rules and we are not able to use the dyno at this moment. We will try to do a proper dual TorqAmp dyno run at a later moment.

Sounds like an awesome test!

It's highly depending on your fuel system what happens. Every car that is suitable for chip tuning is in general easy. Some systems just provide more fuel because they measure more air and function automatically.

Our experience is that there is a lot of difference between cars/engines. So some systems will automatically provide more fuel over the whole rpm range. Some will directly go in engine protection mode. ECU is in general the way to go because it's relatively cheap and the community figured out how to tune on all these different engines. A separate system is possible with additional injector or special fuel pump but also a big change that the ECU will go into protection mode when it sees variables outside its normal operating mode. Therefore you need to program the new additional fuel map.

The price is around 2500usd excluding tax and excluding shipping

We drive already a couple of years with the current design ourselves and it's not yet broken. We did several endurance tests such as battery charge discharge, compressor spool up etc without any problem. What was the product you bought which was working for only this short period?

@@TorqAmp I still confused about the brand, my friend bought it when he visit US and Canada by early 2017, to simplify things He repacked his turbo and mine into a wooden box and left original packaging include manual guide in Canada, on the turbo casing which is very identic with a real turbo no stamp or marking of any brand, there was only Inlet and outlet mark attached, but the built quality is very close to any branded conventional turbo, My problem was on the Pepsi-Cola sized multi speed motor or maybe the control box with was fully sealed by some kind of resin. The first problem it was refused to kicked in at medium rev @3000-3500 rpm, couple of weeks latter the problem swap to low rev and the middle rev was back to normal just for another week, I tried to fix it, even pro competition mechanics raised a white flag for this problem, until one day it busted a new battery, so I gave up and uninstall all things. My friend has more tragical stories, his turbo only last four months after he incidentally reversed the battery cord. Well that was the story of my eturbo, I wish it can be a worthfull information for you. and I wish You will have a great fortune through this product. Hope it will enter Indonesian market soon.

@@bambangnugroho7192 could it be the Phantom supercharger? It had a pride of around 1600 a 1700 USD if I'm right. This was excluding batteries and was working with lead acid batteries.

On the Prelude we used an open ecu so we could perfectly tune the ignition timing and so get easily maximum torque. On the IS200 we used a fuel cut defender in combination with the original ecu. Because the the ecu is self learning it is not possible to change the ECU map. Therefore the Prelude has a better performance gain even though the engine size is the same.

You're right. For these large engines it is possible but you need for example 2 TorqAmps. You can check our channel for the Citroën DS3. It has a nice HP gain :D

We are also working on an electric roots blower. The power required to compress air is mainly based on pressure ratio, air mass flow and compressor efficiency by thermodynamics. The roots blower have in general a bit lower efficiency so for this application the centrifugal compressor is the better option.

Thanks! In general turbochargers are cheap when you can do the installation yourself but when you have to pay for labour it is much more expensive. Also the additional components such as the exhaust manifold, cooling, oil is not necessary.

I know lot of people run single turbo because twin gives to much struggles. With the TorqAmp it's all much simpler and safes money in the end.

They both make 5psi. So you would get 10...

@@lifeofmike556 id still like to see how long it holds boost

Ducted fans do a lot of flow but are not designed to build up pressure. You need pressure to increase engine torque so therefore we took a centrifugal compressor.

De GT86 lijkt ook een zeer geschikte auto. Een mailtje mag naar info@torqamp.com

The difference with a belt driven supercharger is that the supercharger compressor speed is depending on your engine rotational speed. Therefore you get relatively low boost at low engine speed. The low engine speed is most of the time the speed where you drive and where people like to have more boost.

@@TorqAmp But this system really isnt worth it if you only increase by 20-30 horsepower. i mean if i was to install this on say an 166 horsepower car and only increase my power to 180-190 horsepower. I mean thats really disapointing and a waste of time and money. i could just get a new tune and mess with fuel maps and ignition maps to gain 10% power.

@@stephen841 when you can gain an additional 10hp on a naturally aspirated engine you can get the extra TorqAmp horsepower on top of that. We provide more air to burn more fuel. Drivability is not really about horespower somewhere at the high rpms but mainly torque at the low rpms. Becuase we developed the TorqAmp, Torque is the thing you get :D

What is your question?

ygtcbee23 and you’ll still be slow ! lmao

kekis: LMAO this P.O.S. Lexus is no where near 4.7 on 0-60. Stock it made it made 153hp and weighed 3,042 lbs to record at best 8.8 seconds. Lets be generous, The hair dryer supercharger added made 5hp at peak... Take an M3 Competition Package from 2004 that made 333hp and weighed 3,383 it turned a 4.7 0-60. So this thing either has a 2nd hidden engine somwher or it lost 2000 lbs to hit 4's

Zeker! Als spin off van universiteit Eindhoven.