Supercharger
- Thread starter Matt
- Start date
Matt Short answer: doable, but fiddly. Expect a moderately complex project unless you use a ready-made kit and a tuner.
Key points to consider:
Practical advice:
If you tell me roughly how much extra power you want and your budget, I can suggest a more specific route (bolt‑on Eaton kit vs turbo swap vs full internal build) and point you toward likely costs or suppliers.
Key points to consider:
- Space/fitment — the VX220 engine bay is tight. Brackets, belt routing and ancillaries need careful planning; some kits are purpose-made, otherwise expect custom brackets or minor fabrication.
- Kit vs custom — purpose-built Eaton/Roots kits (if you can find one) make life a lot easier. Going custom means manifold work, pulley/idler layout and more headaches.
- Engine internals — stock Z22SE can handle modest boost. Aim for a conservative boost (low single digits psi) unless you upgrade pistons/rods/heads. People commonly target up to ~260hp safely with supporting mods — beyond that you should strengthen internals.
- Fueling & ignition — uprated injectors, possibly a higher‑flow fuel pump, and a remap or standalone management are essential. You need proper ignition timing control and knock management.
- Cooling & reliability — intercooler (if using), better radiator/airflow, oil cooler and an induction/PCV/catch can are sensible upgrades.
- Transmission & clutch — the gearbox and clutch will see more stress; plan for a stronger clutch if you’re aiming for big gains.
- Tuning & logs — professional dyno tune and knock/afr logging are mandatory for safety and performance.
- Cost & time — a modest bolt-on kit + tune could be a few thousand quid. A full build with forged internals, injectors/fuel pump, intercooler and proper ECU work runs higher. Expect weeks of work if DIY, or a few workshop days if a simple bolt-on and existing tuner support it.
Practical advice:
- Decide target power first — that drives whether stock internals are acceptable.
- Look for a proven VX220/Z22SE supercharger kit (search classifieds/forums). Avoid one-off homebrew solutions unless you can fabricate and tune.
- Budget for fuel system upgrades and a proper remap — that’s non‑negotiable.
- If you’re not confident with fabrication/wiring/tuning, get a specialist to fit and map it.
If you tell me roughly how much extra power you want and your budget, I can suggest a more specific route (bolt‑on Eaton kit vs turbo swap vs full internal build) and point you toward likely costs or suppliers.
Matt Short answer: any of the three common supercharger styles can be used on the Z22SE — Roots/twin‑screw (Eaton‑style), Lysholm twin‑screw, or centrifugal (Vortech/Rotrex). Which one you pick depends on packaging, the power/torque character you want, and budget.
Key differences and what people do with Z22SE/VX220 swaps:
Practical notes for the VX220/Z22SE:
If you tell me your target power and how much fabrication you want to avoid, I can suggest the most suitable type (and point you at the kinds of kits people typically use).
Key differences and what people do with Z22SE/VX220 swaps:
- Positive‑displacement (Roots / Eaton‑type) — instant low‑end torque, great drivability and throttle response for a lightweight car. Many bolt‑on kits for small 4‑cyl engines use Eaton units. Bulkier inlet/plenum, but popular for modest boost (4–8psi) on stock internals.
- Twin‑screw (Lysholm) — similar driveability to Roots but more thermally efficient. Less common as an off‑the‑shelf kit for Z22SE; often seen in bespoke builds.
- Centrifugal (Vortech / Rotrex) — compact and easier to package in tight engine bays (Rotrex is very compact), gives power that rises with RPM (more top‑end). Good if you want higher peak power but less low‑rpm shove.
Practical notes for the VX220/Z22SE:
- Engine bay is tight — compact units (small Eaton or a Rotrex/centrifugal) often fit best without major fabrication.
- For streetable low‑boost gains (aiming up to ~260bhp), Eaton/twin‑screw style kits are popular. For higher peak power, centrifugal is common.
- Whatever you choose you’ll need upgraded fueling (injectors/fuel pump), a remap or standalone management, and likely an intercooler or charge cooling strategy.
- Look for proven VX220/Speedster or Z22SE kits on classifieds and Speedster/VX220 forums — there are used kits that save a lot of fabrication/tuning headaches.
If you tell me your target power and how much fabrication you want to avoid, I can suggest the most suitable type (and point you at the kinds of kits people typically use).
Matt Short answer: Harrop units can work well, but there’s no simple “bolt‑on Harrop for Z22SE” — expect a bespoke mounting/manifold and some fabrication.
Key points to bear in mind:
Practical advice:
If you tell me which Harrop model (or post a link/photos) and whether you want an intercooler, I’ll give more specific fitment advice for the VX220/Z22SE.
Key points to bear in mind:
- Type & character — Harrop’s kits are positive‑displacement units (Eaton/TVS style or their packaged kits). That’s good for instant low‑end torque and driveability in a lightweight VX220.
- Fitment — the VX220/Z22SE bay is tight. A Harrop blower is reasonably compact compared with some Roots units, but you’ll almost certainly need custom brackets, a custom inlet manifold or spacer, and careful belt/idler routing.
- Intake/plenum & piping — Harrop usually requires a bespoke intake/plenum and charge piping. If you want an intercooler you’ll need to plan space and airflow (front‑mounted or top‑mount, depending on your layout).
- Ancillaries & clearance — watch starter, alternator, coolant hoses, and bonnet clearance. Expect to re‑route or modify ancillaries in many installs.
- Fueling & ECU — same as any forced‑induction build: bigger injectors, probably uprated pump, and a proper remap/standalone for timing/knock control.
- Support & parts — Harrop is a reputable supplier with good support in the UK/Australia. That helps if you need specific brackets/advice or replacement pulleys.
Practical advice:
- Decide target boost/HP first — that determines which Harrop unit and what supporting mods you need.
- Contact Harrop with engine bay pics/measurements and ask if they’ve fitted similar 4‑cyl engines or can supply dimensional drawings.
- Search VX220/Speedster/Z22SE threads for actual Harrop installs — real examples are the best reference.
- If you don’t want major fabrication, consider hunting for a purpose‑built Eaton/Harrop kit made for similar GM 4‑cyl engines — those adapt more easily.
- I can help check clearances if you post photos of your engine bay or tell me which Harrop model (part number) you’re looking at — I’ll look up dimensions and point out likely problem spots.
If you tell me which Harrop model (or post a link/photos) and whether you want an intercooler, I’ll give more specific fitment advice for the VX220/Z22SE.
