rjtw

OK, I can't stand it anymore. I've been waiting and waiting for updates on a supercharger application for my '83. I know Carl has a kit for the earlier CIS cars which should work (but hasn't yet been installed?) on an L-Jet car, and Andy and Tim are working on solutions for the L-Jet cars like mine.

Updates anybody? How is it all coming along?



PS Did anybody note the new smog law Schwarzenegger signed the other day? Looks like I won't get to retire the smog-related equipment when my car is 25 years old after all...

Thanks guys, and keep up the GREAT work!!
Rick

toofast928

Yea me too what up with 16v SC. Tim chime in here..............

John Struthers

Chirp...chirp...
ME TOO!
I have resumed saving in a separate account for the surgery.
Seems like there are minor glitches with the stock head gaskets.
Though I, erroniously, believed that all the SC crew was installing the metal re-inforced gaskets.Can you fellow 16v guy's see any other issues.
Like:
Compression ratio vs boost PSI.
Gauges and their placement.
Arm 1 install.
Regulator issues.(Rising rate -is it needed-)
Fuel supply -pump-.
Injector swap -if needed-.
While, personally, I don't expect to see more than a 70 - 90 HP gain I think that would be more than enough to continue terrorizing the local Mustang's -even the 05's- in most situations and perhaps I can hang onto a WRX off the line and mid-range making the high speed pass on them significantly sooner.

Tres

I Second that, or should I say I fourth it. Any ways, I would like to get a few extra HP out of my 82. I would love to see a dyno on it as well.

toofast928

Hi John,
Yea 100 hp is a-lot and i wouldn't push any more. The stock L-Jet injectors are 24 lbs at 40 psi. So the stock inj will flow enough fuel once an AFPR has been installed. Our CR is 9:1, it seems 9 psi = 100 hp and the head gasket holds. The limitation is the AFM. This winter I was converting to an MAF. Spilt Second has the software and signal condition box. I'll use a Ford MAF.
I'm also running a Borla single exhaust with no cat. Good up to 320 HP. Just need the 85' SS exhaust manifolds to compleat the package. So I figure another $2000.00 on top of the cost of the SC kit......... These mods should put me at 340 flywheel HP.......

ViribusUnits

Talk to Mark about the AFM.

I have second hand accounts of the AFM flowing enough air for 300 hp.

One possible way to modify the EFI system is to change the fuel pressure regulators for a later S4 or GTS regulator. The later engines use higher fuel pressures.

Once you've got the fuel pressure up, you have to shorten the injector pulse length to lean out the mixture so the engine will run. You can do this by tightening up the main spring on the AFM.

For this to work properly, you should have the AFM on the non-boosted side of the intake. Quick Carl says there is no need, but the math just doesn't seem right to me.

With a supercharged engine, the restriction caused by increaseing the tension on the main spring shouldn't be a problem.

Finaly, for 100 additional hp, you'd need about 6.7 psig of boost. You should almost be able to get that much boost unaftercooled on pump gasoline and no reduced timeing. However, an afterooler would allow you far greater flexability with your timeing curve, and fuel octane selections. Not to mention, an aftercooler would allow you MUCH greater flexability if you wanted to increase the hp additionaly.

Good luck.

PS, I keep wanting to build a supercharger. However, I'm broke, which is why I'm selling my car. I don't guess anyone would be intersted in paying me to suprecharge my car as a test case? And then useing the experence learned on my car to supercharge their own? Or something like that. Anyways, me and my wishful thinking.

John Struthers

TOOFAST,
I never bothered reading the MAF conversion post(s) I think someone else was doing the same over the last 3 years.
I thought bolting in a late model engine computer/brain/4 speed auto would be just as cheap in the long run in our collective search for more HP. Sorry!. I will go back and read the posts and replies for reference.
I have my old JEGS catalog worn to the point that it just opens to the appropriate pages now, MAF/controllers/injectors/pumps software. If I ever get a little ahead of the cashflow game and get off my dead butt I want to strip a late model, HiPO, Mustang 5.0 or 4.6 pump /injectors/fuel rails/regs/brain/MAF out and see if it can be grafted to the shark 4.5's. Reason being is that if it works there will be a virtually endless supply of computor/brain/fuel system parts for our sHARKs as opposed to the limited number of Porsche parts remainig on the planet for the surviving 928' over the next 20 years or so. Concours be damned (no offence intended), these cars need to be driven!
I was going off of the 5-8 psi boost numbers for durability but -**** that I am- 100hp at a controlled 8 -10 psi sounds interesting.
VU,
Give it up!
Start collecting soda and beer cans...anything to keep the sHARK and finally give it the extreme going over you know it needs.
And yeah, I see what you are saying but I'm back to the Mustang system because I don't want a one-off system haunting me down the road. The stock stang' system is programmable for pulse amongst other things and the mapping software already exsits. Like Lionel Ritchie sings: I'm easy...

toofast928

John,
I agree with you were are we going to be in 10 years as far as parts availability. But nothing's easy about installing an engine wire harness. Does the Ford MAF use a cam signal input? How would you pick up that signal. The L-jet distib RPM signal is not compatable to the Ford EFI. Theirs always speed density............

John Struthers

TooFast,
I believe it's a Tach signal input. This is just a thought at this stage ...but I think it can be worked out.
Harness grafting is just another obstacle -hoping to luck out with a simple jumper solution-.

toofast928

Any news? Dyno test?

Carl Fausett

I placed a post about 3 weeks ago that I was installing our kit on the L-Jet.

I am finishing it ( I hope) today and should dyno it this week.

It includes supercharger at 6 psi, dual-adjustable FMU, stainless steel braided fuel lines with anodized AN fittings, auxiliary cooling fans, air/fuel and boost gauges, a-pillar gauge pod for them, and complete pictorial installation instructions. I have it priced at $4,495.00 complete - and I mean COMPLETE down to every wire and nut and bolt needed.

We did have it running this week, but the car developed a problem unrelated to the SC kit and we did not get it to the dyno.

I'll post a few pictures as soon as I download them off me camera...

John Struthers

TooFast,
Thanks for the prompt!
Carl,
Be still my heart...
Currently, negotiating the sale of my first born son.
However, my wife, who keeps a garbage can lid and baseball bat
on hand for even simple greeting of the day conversations with our daughter
has demanded that the kids be sold as a set...
This may reduce their overall sale price significantly
In the mean time I am $800.00 closer in the "hidden" account.
We await the performance result numbers ...
P.S.
This won't affect my 21 mpg road mileage will it?

Carl Fausett

John S - I will get them to you (and everybody) as fast as I can.
I had to stop today - I am one fuel-fitting adapter away from being able to drive the Supercharged L-Jet again. I did not lkike the way the FMU was routed, wanted to route it a "better" way... now I have to hunt for an adapter in the morning. Sorry for the delay.

John..

Yes, you can do MAF on that setup without issue. People on here told me it wasn't possible, but I have two examples of it working quite well already. It uses a custom MAF and signal intercept.

Why not consider turbocharging? 5 to 7 lbs on that engine with twin turbos and you will outrun a CS setup pushing more boost. Keep in mind you drive say between 3000 and 6000 RPM on the street when the hammer is down, and the turbo can make all its boost there with the least draw on the engine. The only supercharger that can do that is positive displacement and you pay a healthy HP penalty to drive it. The CS comes up short of making full boost until you hit redline....infinite lag regardless of what anybody on here tells you. The end result is a wider powerband and a faster car. It is mathmatical fact and can't be disputed. Look at my dyno sheets and you will see the difference. 385 ft-lbs on 12 psig and 350+ ft-lbs on 8 psig, both intercooled....and this was with the "emissions" 80-82 camshafts on a 4.5 liter. I fully expect my Callaway to brush 400 RWHP once I have the euro cams installed.

You want to build your own system I can supply you with part of it or all of it. Manifolds are a good start and I will have them available for purchase very soon. Yes it costs more than a CS, but it will also perform better in the real world. Unfortunately I can't match the price of the low end CS units, but you get so much more with a turbo system.

Best part is when you lift the lid, she will look stock.

Z

Some quotes from various previous threads:

Carl's prices are listed at:
928 Motorsports supercharger kits

No wonder there's a smile at the end of that last one. It is pretty funny John.