Clutch Delete Supercharger Pulley! No more Heavy Back plates!
 

The Future Is here!

The New VRP Clutch Delete supercharger pulley is the future of Fixed pulleys!

Weighing in at only 8oz
Almost 7lbs lighter than a factory pulley setup
4lbs lighter than a traditional fixed pulley setup
Thats ALL rotational mass!!
+ you can delete the clutch magnet for 7 more lbs.

Available in all Sizes Including 90mm!

https://www.vrpspeed.com/product/cdsp/

https://cimg6.ibsrv.net/gimg/www.mbw...2fec478d9c.jpg

https://cimg9.ibsrv.net/gimg/www.mbw...b6b9d760e7.jpg

this looks very cool, i come from supercharged fords so i understand the concept of what you've done, but what are the benefits on our cars?

we are talking a massive rotational mass reduction. free horsepower over its traditional fixed pulley counterpart, similar to adding a light weight crank pulley.

when you have a full bolt on car and your next decision is between dropping from a 70mm to a 68mm or switching from a fixed to a clutch delete the smart decision would be shed the weight.

A lot of aftermarket pulley stuff tends to grenade on these cars. Ide wait at least multiple thousand miles of tough testing before feeling confident it can take the abuse.

the superchargers are balanced independent from the clutch pack or SC pulley. These will have no negative effect on the supercharger over the traditional fixed pulleys.

LOL.This mod!

I have a 74mm fixed pulley on my SL55 with a Lawshee tune. I also have a Killer Chiller with a cabin evaporator isolator valve installed with a 2.5 gal under hood tank and Pierburg 50 pump and heat exchanger blocked off. I monitor the tank water temp before it enters the intercooler from in the cabin. The minimum tank temp has increased by 5-10 deg F because the supercharger is always pumping and heating the water at cruise. Instead of minimum tank water temp around 28 deg F while cruising with the clutched pulley I now see minimums of 35 deg F with the fixed pulley. The KC I found needs some tuning as my temp gauge showed what is called 'hunting' in AC engineering parlance. I had to source and install a new TX valve with external adjustability. That done and with a bit of experimenting it now works fine. Overall the car drives smoother and despite the warmer IC water it is just as quick according to my V-box.

You have time to bag this observation about fixed pulleys and how they affect KC's on a thread about fixed pulleys. You are the one begging for attention.

I wish this forum had more posts like this. Thx trabots.

Yeah, it looks cool like a KB pulley.

One would think its a good idea to have a clutched SC.

The issue that actually seems to determine its value is when it does or does not engage.

What I have found is it engages in most use cases except at idle. And if you don't idle much, I don't see the use.

Any time on the road, it is engaging alot.

The variable for keeping it for me would be this rise in water temps aggregated over time and whether it affects soak and cool down times.

Just the same as any other fixed pulley. It can't disengage but the bypass still operates and timing can still be retarded. The IAT's will always be higher but as long as cooling is adequate...

No, there are many members here who have fixed pulleys. If you have a 83mm I am sure heat exchanger and working pump is enough, maybe a bit more to keep a 76mm under control, not sure. I won't run one but personal preference. Crank pulley in addition to fixed supercharger pulley will obviously increase boost and IAT's but very few people would consider this.

Well until we get some back to back dyno testing, it's just another expensive novelty item.

Installing this is also taking a leap of faith. Once you go with it, you can't ever go back - unless you buy a new SC.

Our test car did put his car on the dyno before and after although he went from a 76 clutched to 74 CD , he will be hitting the track shortly (we just sent him the new textured pulley to test out)

We have these available in every size from 90mm - 70mm. So More data coming in soon!

Edit:

Before: 534 On Dynojet
77mm clutch
Midlength Headers
82mm Tb
No cats or reso
K&n filters
Bwk
FTP HX
630cc injectors
EC tune
Colder plugs
3” intake
3” exhaust

After: 573 Dynocom
74mm clutch delete
Midlength Headers
82mm Tb
No cats or reso
K&n filters
Bwk
VRP HX
630cc injectors
EC tune
Colder plugs
3” intake
3” exhaust

Of course these dynos were taken some time apart, and heat exchangers were changed so take them as you will. We are getting more Dynos as time goes on, but best to have before and afters.

No disrespect intended, just calling it how I see it here.....

VRP you could have done the legwork to DEMONSTRATE why this part is useful. Instead you are explaining theories.

Valid theories.

But if you develop, build and intend to sell a product I find it lazy to not simply take a car and give us before and after Dyno runs, of the same car, same day, same Dyno.

You will probably spend more time explaining to us why you didn't do that instead of simply doing that.

I like your products, I don't know you guys to be shady. Please if at all possible accept what I'm saying as what it is, contructive feedback. I truly am not intending to be confrontational or insult.

Maybe they did and couldn't prove a difference. Removing rotational mass is never a bad thing but whether there is a significant measurable improvement is another thing entirely.