Any updates on the dyno results between the G2 and G3 head units?While I wait for a dyno to tune the new added G3 I thought i'd share how my experience went getting the G2 upgraded and speaking with the owner of ESS tuning in America. I am really spoiled that I live within an hour of their shop. I reached out to Brevin and we set up a time to take care of the upgrade. For anyone not local I would assume you will need to send the whole unit and then they perform the switch and it is mailed back to you. For me it was about a 45 minute process. The G3 went back on the car in 15 minutes. Cost at the time of writing this was 1195 and they kept the old volute. Some differences to note the G3 inlet is 78mm while the G2 is 71mm (I think I got that right). The outlet is also bigger. To do this upgrade you will need to replace the air filter tube and the discharge tube to the intercooler from the headunit. The impeller geometry is also different but both are cast. The G3x has a billet impeller capable of higher RPM 75,000 i think. the G2 and G3 are suggested to stay below 55,000 I think. That being said they have never had an impeller fail so the actual breaking point of the cast impellers is unknown. One of the big reasons this supercharger is so great is because it gets into boost quick. There a lot of reasons why this is, the impeller geometry, the step up gear ratio, and the fact that the gearbox inside the headunit is very easy to spin meaning there is less friction to overcome. One part that truly spared no expense are the bearings for the impeller shaft. They are literally the best bearings that can be bought currently. They are entirely ceramic and have a theoretical life of 20,000 hours which, fun fact, is more than 2 years of running them 24/7. While I was there they actually showed me a torn down unit. The customer had recently gotten a G3 headunit and put it on their car. After 2 weeks they noticed the headunit making a noise that didn't sound right so they sent it in to ESS. ESS found there to be NO OIL in it and confirmed with the customer they had not put oil in the supercharger. The headunit ran for 2 weeks with no oil and when I was able to spin the shaft it still felt smooth. The bearings still looked perfect. The owner put it to me this way. They spared no expense whatsoever to develop this platform. It has been a 6 year process but the goal was to do it right the first time and then scale from there. Us lucky few who have already purchased our units got an upgrade without knowing it. The gearbox casings for the mass produced units will be high pressure cast aluminum instead of billet. This is mainly an aesthetic difference since both are more than capable as for as strength and durability goes. Some might even like the look of the cast aluminum better, they have a nice finish to them like the volutes. The internals of course are identical.
I also did want to mention ESS has tested all of the big name injectors and what they suggest for our builds is either LU47s, ID1050x or the new GT500 injectors which are 62 #. Part # for those is 0280158395.
I have dyno time scheduled for next Tuesday so I will give an update when that happens.