2003-2006 Viper SRT-10 Roe Racing Supercharger Kit Revealed

Sean Roe

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Hi Everyone,

Today was the reveal at VOI for the new Supercharger kit, fitting 2003-2006 engines.
What you see here is the culmination of learning and listening over the last few years, sprinkled with a heavy dose of making sure I did things right, or not at all.

This kit is similar to what we’ve done in the past, but with several improvements. Since so many people are familiar with our earlier Gen1 and Gen2 systems, it’s probably easier to tell you what’s been improved upon since then.

The more major areas of improvement are:

Engine management. We’re now running the engine from the stock PCM, but reflashed with an SCT calibrator so that we can use a 2 bar MAP sensor. This requires no extra engine management wiring. Additionally, we’ve placed the intake air temperature sensor in the intake manifold so that the engine management is better able to adjust for temperature and temperature changes (as in, if you run a W/M injection system and the air gets colder suddenly, timing and fuel is adjusted instantly).

Intake Manifold. Improved design for a more even air distribution under both vacuum and boost conditions.

Supercharger Compressor. New larger 2.8 liter compressor doesn’t have to run as ******* the 8.3L motor to make the boost, staying cooler while cruising.

Like the previous kits, we’re still including new larger fuel injectors, rails, stainless steel mounting hardware, etc. Installation of this kit is much faster that the previous ones.
The kit fits under the 2008 hood AND the stock 2003-2006 hood once a minor modification has been made to the underside. One of the vendors here at VOI will be making us a nice panel to finish out (cover) the area that had to be removed for clearance.

Below are pictures of the kit as well as a dyno graph from my car running 6.5 psi with high flow cats and a Mopar cat-back.

What we’re now doing is taking names of interested parties on a first come, get your place in line, basis with no deposit required. After VOI and in the next week after, we’ll see how many people would like a kit and I’ll determine a production schedule. Once that schedule is determined, we’ll contact those people who are interested and let them know the lead time needed to produce their kit. To secure a kit in the production schedule, a deposit of some amount (to be determined) will be required to help with the cost of goods.

The kit as you see it, is available at $7,979.40 Polished and $7,846.41 Black Anodized.
If you’d like to get on the list as someone interested in one, you can contact the shop by phone at (904) 529-1219 or by email at [email protected]
I’m still at VOI and have only limited time to get on the forum to answer questions in the next few days, but did want to take a moment to info people how to get on the list.
Hope you guys like it!

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DocAdam

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Sean, the system looks great and I am sure it performs but I would like to see the before overlay on the dyno.

Congratulations.
 

Coloviper

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Wow Sean;

Almost looks like a transformer or something under there.

Do you have a baseline graph from before the car was blown to see what the improvement actually was? Also are the electronics, fuel pressures, etc. High Altitude friendly for us Rockies boys?

I think the kit looks awesome. Too bad the filters in front were not in a housing of sorts so they look more factory and less custom. Maybe black filters would not show up as much. I take it, the kit is not intecooled?

Finally, is it possible for you to add the option to have the the entire upper assembly painted in a typical silver metal flake finished like a lot of factory motors (ie basically the color of the car it is currently in). I do love the polished look but the silver metal flake finish on those polished pieces would look like somthing from the factory and not as custom.

Bravo! When you get back I will be talking with you further on this kit.
 

Bobpantax

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Hi Sean. Looks nice. Another Roe torque monster. Looks like over 500 ft lbs at 1800 RPM to the rear wheels. You mentioned that you are running high flow cats. Will this be, as it was on the Gen II's, a requirement? Or, will the retention of stock cats be possible? Please advise.

Also, you said: Intake Manifold: Improved design for a more even air distribution under both vacuum and boost conditions. Does this mean even distribution or just less of an uneven distribution? Please clarify that no particular cylinder will run richer than any other cylinder.

What temperature ranges will the system work in? Any limitations?

Will there be any warranty?

Thank you in advance for your answers.

Best,

Bob
 

Coloviper

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Also Sean;

Please make sure the 03-06 factory hood cover plate is not made of plexiglass. Not sure that would go over well. :)
 

jason427

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Great looking kit.
Congratulations!

I have the 2.8 on my GT500 and it is one AWESOME blower.

I have questions, but I guess I will wait till your back from the trip or I can ask here.

Thanks,
Jason
 
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Sean Roe

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Thanks guys.They're running late on the VOI banquet tonight, so I have a few minutes to reply from my phone.Fire away with any questions you have and I'll answer in the morning. The vendor display won't end until about midnight tonight and I'll probably be too tired to reply this evening. I should be able to answer everyone's questions and I do have more pics, but I didn't bring any other dyno graphs with me, so I'll have to get those to you all when I get back to the shop. For the gain, you're looking at 22 - 25 HP per pound of boost.One thing I can reply quickly about, I did put widebands on individual cylinders of the engine and tested the AF ratio with the stock intake. The stock intake has the front cylinders 1 full point leaner than the rear. I was able to get mine closer than that.
 

HI-NOS-Viper

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Wow Sean that is a killer looking system and damn 500 pounds at just 1800rpm. You are going to need slicks to be able to have any traction in first and second. It looks like the many years have paid off, I am sure that you are getting flooded with PM's, emails, phone calls, etc. If I had the reason to I would be on the list to get one that's for sure. I just need to first enjoy the Viper since its been over a year. I may want one though and between the paxton and the Roe, yours is first choice. Now I would love to see a race between a Roe and a Paxton with same mods. My guess would be the Roe with stickier tires would win hands down. Good job.
 

Shandon

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Thanks guys.They're running late on the VOI banquet tonight, so I have a few minutes to reply from my phone.Fire away with any questions you have and I'll answer in the morning. The vendor display won't end until about midnight tonight and I'll probably be too tired to reply this evening. I should be able to answer everyone's questions and I do have more pics, but I didn't bring any other dyno graphs with me, so I'll have to get those to you all when I get back to the shop. For the gain, you're looking at 22 - 25 HP per pound of boost.One thing I can reply quickly about, I did put widebands on individual cylinders of the engine and tested the AF ratio with the stock intake. The stock intake has the front cylinders 1 full point leaner than the rear. I was able to get mine closer than that.

Questions:

1. How is the sound cruise/WOT?
2. Intercooler? Optional?
3. Will aftermarket Valve Covers (like the ones you sell) fit under those intake tubes?
4. Does the new Air box prevent the fan from cooling it looks larger or covers more surface area?
5. Can we get those Air Filters in Black PLEASE? :smirk:

Ill stop with 5 questions for now. Ohh yea I E-mailed you already.
 

Larry Macedo

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Hey Sean,

Gotta love that flat torque! Looks as if you continued to pull the engine past 6k revs it would produce 610rwhp?
 

Nader

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Sean did you ever get a dyno run for a paxton to overlay? How do you came it against the paxton? The torque benefit is obvious but how do you compare the HP curve? My initial thoughts is that yours looks smoother and more linear. What about peak hp numbers? Most paxtons are in the low to mid 6 range. From your chart you are just under that. Is that simply due to differences in dynos or runs? Side by side, your car vs a stock paxton, what happens?
 

1TONY1

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I look forward to selling and installing some of these :headbang::headbang:

Poor runcraps :omg:

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mike & juli

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Sean: That's a great power curve~! We know how much time and effort you put into your new S/C, as you put out ONLY quality products...to match YOUR perfectionist standards...we wish you all the best~! ~juli
**HOPE you're enjoying yourself as well as 'working' at VOI**
 

MikeR

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Sean,
Why does the dyno pull only go to 5500 rpms, when the SRT revs to 6k rpms. Does the power drop off? I know the Paxtons just keep pulling and making more and more power as revs climb. Is your system set up differently?
 

jason427

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1. What size pulley is on the 2.8 blower?

2. Do you know how much cfm the throttle body flows? Is it a stock throttle body? I know with the 2.8 on my GT500 the larger throttle body helped big-time.

3. Is the 600rwhp without any alcohol injection. How much more boost could you run with some type if intercooling effect?

This kit might determine weather I get an 06 or an 08. Im still on the fence...

Thanks,
Jason

GT500 718rwhp, kenne bell 2.8
GTS 800rwtq. n20
 

ViperTony

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Awesome Sean...congratulations! Since this fits under the stock GenIII hood then is this the low-boy version you were talking about earlier? What kind of performance does the tall-boy version produce? Thanks. - Tony
 
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Sean Roe

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Hi Everyone,
I cut and pasted the questions so I could answer them all.

“I would like to see the before overlay on the dyno.”
Will do as soon as I get back into the shop. Basically, any belt driven Supercharger on a Viper motor is worth about 22-25 HP per pound of boost.

“Do you have a baseline graph from before the car was blown to see what the improvement actually was? Also are the electronics, fuel pressures, etc. High Altitude friendly for us Rockies boys?”
The electronics are the stock electronics, so yes, it should work properly and better than the systems with the VEC2’s since the PCM’s MAP sensor also acts as a barometric pressure sensor at key on.

“I think the kit looks awesome. Too bad the filters in front were not in a housing of sorts so they look more factory and less custom. Maybe black filters would not show up as much. I take it, the kit is not intecooled?”
There seems to be a few comments about the filters. This one is my own car and I don’t really go around with the hood up much, so I’m not changing mine (though they don’t seem to look as good in the pictures for some reason). I could us a different filter, but they’d have to be a similar set of dimensions. I went a little overkill on mine with the biggest filter I could get in there. I don’t think black filter media is an option. Maybe a cover?
No, this is not intercooled and there’s a reason (I’ll do my best to explain the results of the testing). An intercooler itself is a restriction in the air flow. I found that a good intercooler seemed to “cost” about 2 psi. So, if I was running 6 psi and added the cooler in, now I had only 4 psi in the intake. You overcome this by putting a smaller Supercharger pulley on and getting the boost to 8 if you want to net 6 on the cold side. When I did that, it created more heat for the intercooler to have to get rid of and put more load on the engine without the benefit of increased boost. The return wasn’t worth it.
When I first started working with Autorotor on this, they said “don’t bother with an intercooler below 8 psi, it’s not worth it”. They were right. At the low boost pressures, the air just doesn’t heat up enough when compressed and with the larger Supercharger, we’re not spinning the blower through bypass mode as much. Each time it bypasses, the air goes through the Supercharger and gets hotter (this is during cruise conditions when the bypass is open). The blower runs the coolest when the air goes through it once (not in bypass). So, yes, an intercooler is possible enough, but a total waste of time and money at low boost levels in this case.
Besides, with the intake air temperature sensor in the intake manifold itself, we have much better timing control, relative to varying intake temperatures.

“Finally, is it possible for you to add the option to have the the entire upper assembly painted in a typical silver metal flake finished like a lot of factory motors (ie basically the color of the car it is currently in). I do love the polished look but the silver metal flake finish on those polished pieces would look like somthing from the factory and not as custom”
Yes, we can have it painted. Lots of people do that with the Gen1 and Gen2 kits

“You mentioned that you are running high flow cats. Will this be, as it was on the Gen II's, a requirement? Or, will the retention of stock cats be possible?”
This is my own car and I like having high flow cats. No, it’s not a requirement as we used to suggest on the older Gen1 and Gen2. We were able to get away from that recommendation when I worked out the improved intake design we started using on the truck kits in late ’06.

“Also, you said: Intake Manifold: Improved design for a more even air distribution under both vacuum and boost conditions. Does this mean even distribution or just less of an uneven distribution? Please clarify that no particular cylinder will run richer than any other cylinder.”
All 10 cylinders are getting more equal air flow than stock.

“What temperature ranges will the system work in? Any limitations?”
We’ve seen no limitations, even dating back to the older kits. They’re all over the world in all sorts of climates. It gets back to the engine management in that regard, compensating the fuel and timing curves according to the true IAT has been a benefit.

“Will there be any warranty?”
Two year, unlimited mileage.

“Please make sure the 03-06 factory hood cover plate is not made of plexiglass. Not sure that would go over well.”
If you look at the pics, you can see where I had to scallop out a section of the underside of my ’03 hood. We’re getting a nice flat cover made to clean that up. Once it’s painted like the hood, it will disappear. Hood pad had to go though (I’ve experienced no detrimental effects of removing the pad).

“1.How is the sound cruise/WOT?
2. Intercooler? Optional?
3. Will aftermarket Valve Covers (like the ones you sell) fit under those intake tubes?
4. Does the new Air box prevent the fan from cooling it looks larger or covers more surface area?
5. Can we get those Air Filters in Black PLEASE? ”
  • There is no sound at idle or cruise with this boost level (no sound travels in vacuum). I haven’t heard the car coming at me at WOT to see if there’s a sound like the earlier kits, but would assume it’s about the same since I can’t hear anything inside the car with either kit.
  • See above. Not worth it under 8 psi. Once above it, WM cools more than any intercooler ever could.
  • You know, I haven’t tried to put a set on, but I can before production.
  • No, if you look at your fan shroud, you’ll see that it’s already blocked off quite a bit. The heat shield for the filters is not hard up against the fan and I haven’t seen any negative side effects.
  • I’ll look into other options before production.
“Looks as if you continued to pull the engine past 6k revs it would produce 610rwhp?”
Hey Larry, long time no see. Could be on going up to and past 6,000, but you know I don’t like to spin my engines up too much, which is why I like the positive displacement blower for these applications.

“Sean did you ever get a dyno run for a paxton to overlay? How do you came it against the paxton? The torque benefit is obvious but how do you compare the HP curve? My initial thoughts is that yours looks smoother and more linear. What about peak hp numbers? Most paxtons are in the low to mid 6 range. From your chart you are just under that. Is that simply due to differences in dynos or runs? Side by side, your car vs a stock paxton, what happens?”

No, nobody ever provided me a Dynojet file so I could lay it over. I suppose it’s kind of apples to oranges anyway. Basically, with any belt driven Supercharger, you’re looking at 22-25 HP per pound of boost on a Viper. It doesn’t matter if it’s a positive displacement or centrifugal unit. The difference with the positive displacement, it has boost right off idle, so we pretty much are way over the centrifugal at the lower RPM since they have little boost below 3,000. Once their boost exceeds ours at around 5,000, they make more power, though it’s still just a function of boost pressure. I don’t think many people really understand that.

“Why does the dyno pull only go to 5500 rpms, when the SRT revs to 6k rpms. Does the power drop off? I know the Paxtons just keep pulling and making more and more power as revs climb. Is your system set up differently?”
I stay in it on the dyno until I have a feel that I should stop (you get that kind of sense of after a doing something a few thousand times). Generally, that’s at about 5,700 RPM indicated on the tach (as was the case here, not 5,500). If I run to 6,000, I cringe at the last 300 RPM as I know it’s getting harder on the engine bearings and oiling system. However, I don’t mind doing one pull to 6,000 just to see.

“1. What size pulley is on the 2.8 blower?
2. Do you know how much cfm the throttle body flows? Is it a stock throttle body? I know with the 2.8 on my GT500 the larger throttle body helped big-time.
3. Is the 600rwhp without any alcohol injection. How much more boost could you run with some type if intercooling effect?”
  • 2.7”
  • I’ve run both stock and aftermarket TB’s on it. That test was with a stock one that had been bored so the step at the inlet end, where it necks down, was gone. That’s what I did before we started making TB’s. It’s not as big a gain on the Viper as it sounds like you may have had on your Mustang. It changes the part throttle driveability a ton, but not so much the actual HP on this one.
  • No, that was dry. I don’t really think I’d want to run much more boost because of the pistons. You could possibly get some ore, but the bigger benefit of the W/M injection would be the ability to add back more timing advance. Quite a bit more power there. There's an extra benefit in piston cooling.
If you all have any other questions, pleas feel free to ask. I have tonight here at VOI then will be back on the road around noon Friday for the drive back to Florida.

The debut at VOI is giving me a good gauge on what people do and don’t like. So far, it seems to be just the filters need to be changed for other people.

Regards,
Sean

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J DAWG

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looks good Sean and it sounds like this unit is far more user friendly considering the changes you made in simplifying the engine management system.

Take care
John
 
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