Frequently Asked Questions
•How does it work?
•What makes your system unique?
•Does your Green Interactive Hybrid System void my vehicle's warranty?
•How long does it take to install your system?
•Without a muffler, how does the vehicle sound?
•What type of tuning is needed with this setup?
•With the turbo located in the rear of the vehicle, is there turbo lag?
•Don't turbos have to be really hot to work properly?
•How much octane do I need to run a turbocharger?
•What is the difference between a Supercharger and a Turbocharger?
How does it work?
We start with a patended remote-mounted turbocharger system recognized around the world as the most innovative technology available for dramatically increasing the horsepower of any vehicle. We then add our unique advanced tuning efforts to help not just increase power but also the efficiency of the car. Combined we are able to reach those lofty hybrid-like economy numbers along with mind-blowing performance. We call it our Green Interactive Hybrid System™ (GIHS™ for short).
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What makes your system unique?
We start with a unique remote-mounted turbocharger system located in the rear of the vehicle. Remote-mounted turbo systems are superior to traditional turbo systems and superchargers because they are efficient, less intrusive, easier to install, reliable and generate amazing horsepower and torque. Our turbo systems are also one of the few turbo systems that have a CARB EO #, making them legal in all 50 states. We then add our unique and advanced tuning efforts to help not just increase power, but also the efficiency of the car. Combined we are able to reach those lofty hybrid-like economy numbers along with mind-blowing performance. We call it our Green Interactive Hybrid System™.
When purchased with a new GM vehicle, GenesVettes GIHS™ is covered under your full factory vehicle warranty. We are the only team in the industry that can provide you with this combined performance package and a full factory warranty.
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Does your Green Interactive Hybrid System void my vehicle's warranty?
When purchased with a new GM vehicle, GenesVettes GIHS™ is covered under the full factory vehicle warranty. We are the only team in the industry that can provide you with this combined performance package and full factory warranty.
When purchased without a new vehicle, GenesVettes will help you consult with your local dealership regarding their warranty specifics. With that said, some dealerships are more performance oriented and are more willing to work with our customers.
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How long does it take to install your system?
Average install, customization, dyno and tuning time averages about 36 hours.
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Without a muffler, how does the vehicle sound?
The turbo does an amazing job of muffling sound. Most people think it sounds like a high performance muffler. You can still add a high flow muffler to the system, but most of our customers like the performance sound with just the turbo.
Update: click here to hear the turbos!
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What type of tuning is needed with this setup?
We perform custom tuning with all of our configurations. There are a variety of tuning requirements depending on the vehicle and configuration requested, including FMU and an aftermarket fuel pumps, upgraded fuel injection and pressure regulators, upgraded headers, as well as aftermarket tuning chips. All of these upgrades are provided through GenesVettes.
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With the turbo located in the rear of the vehicle, is there turbo lag?
No, due to extensive engineering and proper sizing of the turbos and piping, the turbochargers operate very well at this remote location. All of our systems will produce full boost below 3000 rpm. If you were to take a front-mount turbo system and place it at the rear, you would have lag issues, and similarly, our turbo system wouldn't work properly if front-mounted. Also, the intake tubing volume is about the same as most conventional turbo setups that are running a front-mounted intercooler, and is less than many of them that run large intercoolers. Our system is not like a small compressor filling up a large air tank, it is like a huge compressor filling up a very small volume. Our systems compress the intake tubing in about .05 seconds. If the patented and innovative rear-mounted technolgy had problems with turbo lag, we would not have the large number of happy customers that we have today.
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Don't turbos have to be really hot to work properly?
Putting a torch to your turbo and getting it hot doesn't produce boost. What produces boost is airflow across the turbine which causes the turbine to spin. If turbochargers required very high temperatures to produce boost, Diesel trucks and Methanol Race cars wouldn't be able to run turbos. However, each of these "Low Exhaust Temperature" vehicles work very well with turbochargers when, like any turbo application, the turbocharger is sized correctly.
In a conventional, exhaust manifold mounted turbocharger system, the extra heat causes the air molecules to separate and the gas becomes "thinner" because of the extra space between the molecules. This extra space increases the volume of air but doesn't increase the mass of the air. Because the volume is higher, the velocity of the gas has to be higher to get it out in the same amount of time.
By mounting the turbo further downstream, the gasses do lose heat energy and velocity, however, there is just as much mass (the amount of air) coming out of the tailpipe as there is coming out of the heads. So you are driving the turbine with a "denser" gas charge. The same number of molecules per second are striking the turbine and flowing across the turbine at 1200F as there is at 1700F.
Front mounted turbos typically run an A/R ratio turbine housing about 2 sizes larger because the velocity is already in the gasses and the volume is so big that the turbine housing must be larger to not cause a major restriction in the exhaust system which would cause more backpressure. With the remote mounted turbo, the gasses have condensed and the volume is less, so a smaller A/R ratio turbine housing can be used which increases the velocity of the gasses while not causing any extra backpressure because the gas volume is smaller and denser.
Sizing is everything with turbos. There is more to sizing a turbo for an application than cubic inches, Volumetric Efficiency, and RPM ranges. A turbo must also be sized for the exhaust temperatures. A turbine housing sized for 1700F gasses would have lag if the gasses were 1200F. This is why turbo cars have lag when they are cold and not warmed up yet. Both systems work well if sized correctly.
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How much octane do I need to run a turbocharger?
We recommend running Premium gasoline on vehicles that are running 5 to 12 psi.
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What is the difference between a Supercharger and a Turbocharger?
First of all, there are a couple different types of superchargers (positive displacement and centrifugal). The most popular these days seems to be the centrifugal supercharger which is basically the same design compressor as a turbocharger compressor. These compressors both increase in airflow and efficiency with impeller RPM's. (Which basically means that doubling the impeller RPM doesn't double the airflow, it increases the air flow exponentially.) So in the case of the supercharger, where it is directly run from a belt and pulley attached to the crankshaft which ties impeller RPM in a direct ratio to crankshaft RPM, the boost increases linearly with engine RPM.
Example: If you want to run maximum boost of 8 psi, you would gear the drive pulleys to produce 8 psi at maximum engine RPM. Lower RPM's would produce less boost linearly. I.E. 8 psi @ 6000rpm, 5 psi @ 4500rpm, 3 psi @ 3000rpm, and 2 psi @ 2500rpm.) Thus, maximum boost is only attained at maximum engine RPM which only lasts for a fraction of a second then when the engine shifts to the next gear and the RPM's drop back down, so does the boost which then builds up again with increasing engine RPM's.
Supercharged engines produce good "maximum rpm" dyno numbers. Don't be fooled by maximum dyno numbers. Unless you have a "Snowmobile Clutch" in your vehicle which allows your engine to stay at peak RPM all the way down the track, what you need is "Usable Power" which comes from sustained boost levels across the entire RPM range. This is where the Turbocharger outperforms the Supercharger.
By using exhaust gasses to drive the turbocharger you gain two benefits: First is that you don't pull Horsepower off of your crankshaft to drive the compressor (Just like you wouldn't replace your electric fan with a large "belt driven" fan or run your A/C down the track because these devices take Horsepower to run as does a Supercharger compressor capable of pumping 50 pounds of air per minute @ 8 psi). Secondly, since the turbocharger is driven by exhaust gasses, the more air the turbocharger puts into the engine, the more exhaust gasses the engine produces, which in turn produces more turbocharger RPM's and air discharge or "Boost". So, to sum it all up, the turbocharger can go from literally "No Boost" to "Full Boost" in a fraction of a second because of the compounding effects of the Compressor Efficiency increasing with impeller RPM's and the compounding effects of the Exhaust Gas increasing exponentially with increasing Boost.
So if you are only concerned with Peak Dyno Numbers the supercharger does produce good "Peak" numbers, but if you want "Full Boost" across a broader RPM range along with those high "Peak" Dyno numbers. The Turbocharger is a better solution.
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If you have any questions that were not answered in this FAQ, please contact us and we'll do our best to answer your questions immediately.
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