27 replies to this topic

[Jon]

Harrop Super Charger Group Buy

We are able to offer the Harrop HTV1320-LSJ Supercharger on a group buy. We need a minimum of 5 units. They will come with a 90mm pulley which is good for circa 300bhp They can be ordered with an 80mm pulley which is good for 310-325 bhp with standard cams but will push the OE pistons over there durability threshold.
The cost for the unit Shipped here to Courtenay in the UK is £1475 inc vat
Delivery to the UK mainland is £19.95 inc vat

We will require a 50% deposit for each unit which we will take at the point that order is submitted to Harrop. With a good prevailing wind a tide the units should take 7-10 days to reach us, however we are reliant on shippers, freight forwarders and lastly Customs who will all work at there speed!!


I'm sure this has already been documented but here are a few pointers to the engine specs required

In addition to the Stage 2 conversion you will need the following.
At 300bhp you will need uprated rods and an uprated charge cooler system. i.e a header tank with a capacity of +3 litres, a Large Pre Rad such as the Pro Alloy unit, a duel pass mod carried out to your heat exchanger, 470cc injectors, dyno set up to recalibrate the ECU..
I'm sure you can understand that we have not tried all the possible combinations & variation of set up, but here are some notes and thoughts on what we have seen so far.
Our test work so far has been with Nick who is using a 3" tubular & 4 branch I'm sure other 3" exhausts i.e the Chris Tullet version will perform in the same manner.. Sorry we have not tried this combination with the 2.5. Nicks car also was running low compression , so in truth we don't know if this power (300bhp) can be achieved on 99 Ron fuel at 10-1 compression ratio, my gut feeling is that we wont manage it but it would be nice to be wrong here.

If you have uprated pistons then the 80mm pulley can be used and the power we have seen is 325 on a coldish day and 315 on a hot & humid day. Any pulley smaller than 80mm is wasted with standard cams as the boost goes up but also the back pressure indicating that the exhaust cam has reached its limit.

If you have any queries please feel free to give me a call, I know and I'm sorry I have been hard to get of late, however the car I was building in the workshop is now finished and as have our shows and 25th Anniversary bash.

Finally big thanks to Nick who has been invaluable in helping sort this out.

Cheers Jon

[ChazUwe]

Hi Jon, I am thinking about getting my vx supercharged at somepoint in the future (have been thinking about it for about 3 years!!!). In order to future proof can the Harrop be run at a lower hp (say 250) and not require the additional work until a later time? Thanks Charlie

[Jon]

Hi Jon,

I am thinking about getting my vx supercharged at somepoint in the future (have been thinking about it for about 3 years!!!). In order to future proof can the Harrop be run at a lower hp (say 250) and not require the additional work until a later time?

Thanks


Charlie

Hi Charlie yes this could be done, although it will need quite a big pulley to gear it down, that said it would be very efficient on inlet air temps

[Winstar]

Hi Jon,

I am thinking about getting my vx supercharged at somepoint in the future (have been thinking about it for about 3 years!!!). In order to future proof can the Harrop be run at a lower hp (say 250) and not require the additional work until a later time?

Thanks


Charlie

Along the same lines how does the price compare to a new M62?

[alanoo]

Guess I must phone my bank

[ChazUwe]

Hi Jon,

I am thinking about getting my vx supercharged at somepoint in the future (have been thinking about it for about 3 years!!!). In order to future proof can the Harrop be run at a lower hp (say 250) and not require the additional work until a later time?

Thanks


Charlie

Along the same lines how does the price compare to a new M62?

[dan4182uk]

Sounds interesting, but 300bhp must be reaching the limits of the gearbox / clutch? Also may be hard to get this much power down without a LSD?

[Winstar]

Sounds interesting, but 300bhp must be reaching the limits of the gearbox / clutch?

Also may be hard to get this much power down without a LSD?

Clutch yes GB and LSD no the stg 4 VXT's have far more torque than a Harrop SC and they cope just fine.

Edited by Winstar, 17 July 2009 - 03:26 PM.

[FLD]

I'd be very interested in this depending on the timing. I've just ordered a new waggon for everyday use so need to save my pennies until end sept (dont do loans). When are you looking to submit an order / take deposits? If its later in the year for deposits and early next for delivery it suits me! I'm concerned by the use of a large header tank for the chargecooler set-up. Surely this leaves the system vulnerable to heat soak? Having experienced this on a turbo car its an engine killer so not best. Why not use a finer core in the pre-rad to shed the heat? I know rad-tec do cores with double the fin density that the pro-alloy one has (costs more though). I have one in my loft if you want a pic of the core?

[Winstar]

I'd be very interested in this depending on the timing. I've just ordered a new waggon for everyday use so need to save my pennies until end sept (dont do loans). When are you looking to submit an order / take deposits? If its later in the year for deposits and early next for delivery it suits me!

I'm concerned by the use of a large header tank for the chargecooler set-up. Surely this leaves the system vulnerable to heat soak? Having experienced this on a turbo car its an engine killer so not best. Why not use a finer core in the pre-rad to shed the heat? I know rad-tec do cores with double the fin density that the pro-alloy one has (costs more though). I have one in my loft if you want a pic of the core?

the use of a large header tank will stop heat soak to a level that will significantly increase the inlet temperatures, idealy you need a front rad that will shed heat almost as easily as the charge cooler but the difference in teperature will between the fluid streams will make that difficult.

So the best way to get arround it is to have enough thermal capacity to absorbe the heat while under full boost then shed it from the system when traveling fast as low engine speed. The turbo system you had that experienced heat soak because the thermal capacity wasn't large enough to absorb the heat at full load without heating the system up.

[FLD]

Yes indeedy. I'd still rather have a better rad and expell the heat rather than manage / average it out. Once bitten and all that.

[Jon]

I'd be very interested in this depending on the timing. I've just ordered a new waggon for everyday use so need to save my pennies until end sept (dont do loans). When are you looking to submit an order / take deposits? If its later in the year for deposits and early next for delivery it suits me!

I'm concerned by the use of a large header tank for the chargecooler set-up. Surely this leaves the system vulnerable to heat soak? Having experienced this on a turbo car its an engine killer so not best. Why not use a finer core in the pre-rad to shed the heat? I know rad-tec do cores with double the fin density that the pro-alloy one has (costs more though). I have one in my loft if you want a pic of the core?

There is a danger with going over dense on the Pre rad core, in that the flow to the engine rad will slow due to the dense foil packing of the finning and you end up with over efficient inlet air and poor engine temps.Its a fine balance as they are sharing the same air space. Having talked to the Guy's at Pro about this they think they are right on the cuspe of maximum foli packaging /fin density as they have seen some Exige race cars start to struggle with water temps in ambiant temps over 30 degrees in Austarlia when fitted with this same Pre rad.

The Pro Alloy pre rad holds the Turbo temps very stable however the Pro Alloy heat exchanger is much more efficient the GM Laminova inlet manifold. which is the point we will look at next and we get information back on the higher powered Harrop conversions, as ever with the VX space and packaging constraints are going to be an issue.

[FLD]

I'd be very interested in this depending on the timing. I've just ordered a new waggon for everyday use so need to save my pennies until end sept (dont do loans). When are you looking to submit an order / take deposits? If its later in the year for deposits and early next for delivery it suits me!

I'm concerned by the use of a large header tank for the chargecooler set-up. Surely this leaves the system vulnerable to heat soak? Having experienced this on a turbo car its an engine killer so not best. Why not use a finer core in the pre-rad to shed the heat? I know rad-tec do cores with double the fin density that the pro-alloy one has (costs more though). I have one in my loft if you want a pic of the core?

There is a danger with going over dense on the Pre rad core, in that the flow to the engine rad will slow due to the dense foil packing of the finning and you end up with over efficient inlet air and poor engine temps.Its a fine balance as they are sharing the same air space. Having talked to the Guy's at Pro about this they think they are right on the cuspe of maximum foli packaging /fin density as they have seen some Exige race cars start to struggle with water temps in ambiant temps over 30 degrees in Austarlia when fitted with this same Pre rad.

The Pro Alloy pre rad holds the Turbo temps very stable however the Pro Alloy heat exchanger is much more efficient the GM Laminova inlet manifold. which is the point we will look at next and we get information back on the higher powered Harrop conversions, as ever with the VX space and packaging constraints are going to be an issue.

Interesting stuff, not considered the issue of flow to the main rad (blond moment!). The laminovas are deffinitely a bit poo. I'd already done the wtf expression when I saw these!

One other matter that I've just considered....
How do we fare with a cat on the harrop powered engines? I've been looking at 200 cell cats recently and they all seem to be rated to 4.0L and 350bhp engines. Are people going to go to twin cat setups to flow more or are ca manufacturers being consevative on their claims?

And another...
anyone looking into the next generation on from the harrops? MVS superchargers I believe? I was told about them by my 1/4 mile friends and they are supposed to be leaps forward again.

[The Batman]

.....harrop..... do i need one....... hmmmm......

Edited by joe_589, 24 July 2009 - 05:25 PM.

[VIX]

anyone looking into the next generation on from the harrops? MVS superchargers I believe? I was told about them by my 1/4 mile friends and they are supposed to be leaps forward again.

Will you please just stop it now!

[Tim F]

Just for the sake of asking, if you had a full Miltek and a pro alloy rad. What would be the overall cost of the cheapest installation. Ta, Tim

[The Batman]

that stuff is needed for a supercharge kit unless you go stage 1.... look at courtenays website

[SteveA]

.....harrop..... do i need one....... hmmmm......

Haha, your totally gonna cave!


For sale, 1 Vauxhall supercharger

[mandarinvx]

Hi Jon,

I am thinking about getting my vx supercharged at somepoint in the future (have been thinking about it for about 3 years!!!). In order to future proof can the Harrop be run at a lower hp (say 250) and not require the additional work until a later time?

Thanks


Charlie

Along the same lines how does the price compare to a new M62?

Or a bit more specifically, how much would going straight for the Harrop add to your SC stage 2 price

[Tim F]

Yep here's the prices off the site... looks v expensive! VX220 2.2 16v Supercharger Conversion Stage 1 - 210bhp and 190-195 lb ft - £3700.00 including VAT fully fitted and set up. VX220 2.2 16v Supercharger Conversion Stage 2 - 240+bhp and 215-220 lb ft - from £5300.00 including VAT fully fitted and set up. Please Note: The Stage Two conversion requires a full sports exhaust system. For any car not fitted with a full sports exhaust system, we offer a system at a reduced price when fitted at the time of the conversion. Upgrades for the Stage 2 conversion for VX220, for cars more biased towards heavy track use are available and include: All Alloy Water Radiator in place or 'OE' radiator which has plastic end tanks, extra large pre-rad with twin fans for the charge cooler system to provide additional inlet air cooling and an extra large header tank for the charge cooler system, providing a much greater volume of water for the system. Please ask us for further information and we will be happy to discuss options. Stage 3 conversion under development and testing, which further management enhancements, re-worked cylinder head, steel rods and the option of cams, pistons and harrop supercharger. Gains to 290+bhp with 360bhp seen in one instance.