Innovate Motorsports Supercharger Kit Dyno-Tested - 2013 Scion FR-S Long-Term Road Test

2013 Scion FR-S Long-Term Road Test

2013 Scion FR-S: Innovate Motorsports Supercharger Kit Dyno-Tested

July 24, 2013

2013 Scion FR-S

Everyone wants "apples to apples" or at least they should. It's the only way to go.

The day before the Innovate Motorsports supercharger kit was installed on Project FR-S, our long-term 2013 Scion FR-S, I visited Church Automotive Testing in Wilmington, California. The boss man there, Shawn Church, performed several pulls and established a baseline on our car, stock save for its Apexi catback exhaust.

Immediately after the supercharger kit was installed the next day, I again rolled straight to Church Automotive Testing. Several pulls were performed and the car's stabilized, supercharged output obtained.

Same car, same dyno, same dyno operator, same methodology, same weather, even the same 91 octane fuel in the tank. Identical apples all around.

Here's what we found.

2013 Scion FR-S

Above, the blue traces show Project FR-S in baseline, pre-supercharger form made (as measured at the hubs) a max of 155 lb-ft at 4,800 rpm, while power peaked at 184 horsepower at 6,650 rpm. Even if no units or legend were present in the graph, you'd be able to tell this was a basically stock Scion FR-S due to its torque crater between 3,300 and 4,700 rpm.

As soon as you put your foot down the Innovate Motorsports supercharger is generating boost. Below 2,700 rpm it's around 3.5 psi, rising to 5 psi at 4,000 rpm. After that it rises to a max of about 8.5 psi at 6,300 rpm.

As such, the supercharged torque curve is higher than our baseline at every point in the rev range. In red above, the Innovate Motorsports supercharger kit kicks things up to peaks of 191 lb-ft at 5,550 rpm and 224 horsepower at 6,700 rpm. Now that's more like it.

Peak numbers only tell part of the story, as the supercharger has significantly increased the area under the curve. Take a look at the torque crater. Gone. The blower fills it right up and then some.

In fact, that's where the Innovate Motorsports supercharger kit sees its largest gains. At 4,200 rpm, the supercharger kicks out 52 lb-ft more torque than our baseline. Doing the same exercise for power shows that at 5,850 rpm the blower generates its max delta of 45 horsepower over the baseline.

2013 Scion FR-S

Over the course of a number of dyno pulls at Church Automotive Testing, the kit produced very consistent results. Innovate Motorsports developed their calibration on 91 octane California fuel, which is a worst case scenario as premium fuel goes. This is good news for anyone considering this kit because this means that the deltas we measured are probably the minimum you can expect.

For example, if you were to fill with the 93 octane premium available in other regions, the dip in power at 6,900 we observed (due to learned ignition retard) would likely fill in, bumping up the peak power number. Innovate reports that that retard is something that's observed only on long dyno pulls from low revs (such as our 2,000 rpm starting point) and that the map timing is unaltered in street driving. Ah, octane. Such an elusive creature in California.

2013 Scion FR-S

It's worth mentioning that our results were obtained on a Dynapack dyno, so our results are not directly comparable to your buddy's numbers from a Dynojet, or any other kind of dynamometer. The absolute numbers will vary from dyno to dyno for a number of reasons. The real meats of the situation are the differences between before and after.

Jason Kavanagh, Engineering Editor

Innovate Motorsports
Church Automotive Testing


  • hybris hybris Posts:

    Looks good now drag race this thing vs the Miata.

  • yellowbal yellowbal Posts:

    The Miata would win right? It's lighter and has more grip. The FRS, however, could carry 4 people if necessary.

  • greenpony greenpony Posts:

    Unrelated question. Why does CA not provide >91 octane?

  • ansibe ansibe Posts:

    Looks good. I was hoping for 260 hp, 10lb/Hp.

  • @greenpony I'm not sure. I'm guessing CARB. Whatever the reason, it SUCKS not being able to (easily) get 92-93 octane gasoline here!!!!!!!!!

  • Really nice kit, really gives some punch where its needed on this car. I've driven my buddies stock FR-S and its a really nice vehicle as is but it definitely leaves you wanting more in the mid-range, nice to see the crater is gone. Excellent work with the research guys, specially finding a kit that was calibrated with 91 octane.

  • fordson1 fordson1 Posts:

    I went to the multi-dyno compare you did with the Miata, and calculated the correction factors between the Dynapack and Dynojet. Using those factors, I came up with 207.2 whp and 171.5 wtq on a Dynojet for this car. Just to check, I also applied those correction factors to your stock run, and got 170.2 and 139.2. Back in June of last year, you DID run this car on a Dynojet, and got 173 and 143, so I think the correction factors I used are accurate enough for some comparisons. And yes, I realize that different dynos, different days, temps, operators, etc., etc. That torque curve is very nice and USEFUL although not as high as I would have hoped. There is not a great amount of power increase and the peak of 224 on the Dynapack is pretty much a peak. Probably this S/C will provide a real difference in normal driving, I would say. Of course, the real question mark is how consistent it will be, with such a high C/R and no intercooler - if it's pulling timing at the end of ONE dyno pull, I wonder about its viability in track use. For suprising a guy in a V6 Camaro at a stoplight, this kit is probably fine. We will have to wait for the intercooler to make it into a track-day tool, I'm betting. Would appreciate some info on time between pulls, ambient temps, intake air temp, etc.

  • duck87 duck87 Posts:

    This looks like a great improvement especially for street driving. The fact that the torque hole is GONE like it never existed (rather than merely filled in or compensated for) makes me wonder though... was it really just an induction issue with the naturally aspirated car? I heard some claims that a ECU flash and revised intake/exhaust does not fill in this torque hole... Or did the S/C kit manufacturer put together a kit that works most efficiently in that zone and just happens to fill it out well? Why does the ECU pull timing only on longer runs? I think I'll look into this in my spare time.

  • mechengftw mechengftw Posts:

    Wow this kit sounds killer! Easy to install, even power boost. Any driving impressions? Any downsides?

  • noburgers noburgers Posts:

    can't wait for the next set of blog posts that describe your driveability on the street. 20% - 25% improvement in power over stock is significant. That should be just enough to be fun. And the method of delivering the boost sounds like it will be easy on the mechanicals, and be durable in the long run.

  • akula1 akula1 Posts:

    So I take it that the TRD catback proved quite the restriction on the dyno if you had to resort to the Apex? Care to share the numbers? Thx.

  • fordson1 fordson1 Posts:

    They put the Apexi on a long time ago, and it produced no power gains then. They have not run the car with the supercharger + the stock catback. Just surmising I would doubt that running 8.5 psi the stock catback would be a bottleneck.

  • duck87 duck87 Posts:

    @akula1: The catback is probably not going to be a bottleneck... if it didn't produce any power gains then it probably wouldn't do anything now. A header would probably do significantly more than a catback ever would...

  • gtfrank1 gtfrank1 Posts:

    I thought the 6500 rpm drop off was strange. Thanks for the explanation. We get 93.5 oct in MD.

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