Carl Fausett

My customer Adrian Sutcliffe in England is a little off the map with this one.... but I thought you'd enjoy the story.

He started with a 4.7L motor, and had it bored to 5.0Liter and has Porsche 944 Turbo pistons in it. It is not sleeved. Compression ratio is now 8:1.

He bumped into me about 2 years ago, and I have been providing advice and selling him piece items here and there - he has our air-to-water intercooler and radiator and other goodies - but I cannot claim that he is running our SC kit.

Oh no, Adrian has built his own monster from scratch.

Started with an old Albrecht SC kit, and fought all the battles of cogged pulleys, and the impossibilities of getting Albrecht parts. In the Albrecht SC kit - you change pulley ratios by changing the cogged crankshaft pulley to the next LARGER one.... instead of changing the blower pulley to the next smaller one like we do. It is expensive and difficult.

Anyway - Adrian got the NEED FOR SPEED bug bad with a taste of 9 psi of boost, and has immediately gone for the brass ring.

The old SC head unit is gone, and there isn't much left of the Albrecht kit at all. He now has a NOVI 2000 SC blower stuffed in there (capable of up to 28 psi!)
and is running it at "only" 17 psi. The CIS system is still in place, and he uses our 928 Motorsports CIS intake adapter to hook 'er up.

Modified fuel distributor to flow 30% more fuel, modified WUR with manual dial-in set screw for pressure, stock injectors and injector lines, tandem parrallel 7.5mm fuel lines from the gas tank to the front with tandem fuel pumps and filters - pushing 3.5 Liters per minute of fuel (more than 2x stock)! Stock exhaust manifolds, stock 2.5" exhaust.

Howz it run? Adrian has had a hard time finding a dynometer (a "rolling road" in British) that is larger than 400 HP - because most of them over there are not. Last week, after finding a little bigger one.... he pulled 430 CHP and 448 Ft Lbs of torque at 5,000 RPM and had to back out of it as the car was hopping on the rollers. He never got to 6,000.

On the way home from the dyno, he had a shunt. (That's British for accident) when a mum and 3 kids stopped dead in the center lane of the M5. Adrian's S4 brakes couldn't quite get her down and he wrinkled the fenders - but the car is OK.

He sends us these pics - the fenders are off and he has located replacements. He has also located a shop that is putting in a new 1000 HP rolling road - so I hope to get a finished dyno chart from him this summer yet.

Jfrahm

OK, the spider and blower under the same hood looks pretty damn cool.

-Joel.

bcdavis

That's a BIG snail in there with that spider! Big air filter too...

Another good example that these engines, even the old ones, can hold a lot of boost without blowing up.

It will be interesting to see what he is getting on the Dyno when all is said and done.
It would be a good comparison of what kind of power the OBs make compared to s4s at the same boost levels...

ErnestSw

At 17psi Adrian might be the "canary" for all the other HP "miners" out there. Any idea how many miles on the block and since the 17psi?

hacker-pschorr

Any idea what cam he's running?

Jim bailey - 928 International

I would guess Euro S cams since that would have been the probable core 4.7 and means he has much more potential power at higher RPM. Very impressive !

Rob Roy

What, maybe high 12's on an OB if he can get the traction???
Pretty good

GoRideSno

BC,
This 16V car is gaining less than 10rwhp per psi boost, or about 5% of stock HP per psi boost. This is pretty low but still a lot of power for a 16V.

S4 commonly gain around 20rwhp per psi boost, or about 7.6% of stock HP per psi boost.

Jim_H's GT gained about 29rwhp per psi boost, or over 10% of stock HP per psi boost.

Andy K

bcdavis

Is that a function of the engine's capacity, intake, heads, exhaust, etc, or is that a function of the efficiency of the supercharger setup?

I guess we probably will never know, until you finish a kit for the OB's!

Koenig928

Carl,

Does your customer Adrian post online here on the forums or have an email address? I would very much like to ask him some questions about Albrex superchargers (not Albrecht)... It looks like he has already gone through the same a** pain as I'm going through right now with my Albrex SC on the Koenig car. From the pictures, I can see the he has the same main crank pulley and blowoff valve, and the front of that Novi SC looks awfully familiar.....

Of course I'm not trying to highjack any proprietary hard work here... but based on my previous post a few days ago, no one on the board seems to know anything specific to Albrex SC's. (and understandably so, since they are so rare over here.) (BUT I appreciate the comments anyway...no flames please)

Please PM me if you need to.

Many Thanks!

Jim_H

I wish! We never got an apples to apples comparison.

Carl Fausett

We already have those comparisons - Tim's Centrifugal SC kit runs 8 psi intercooled out of the box on a 32v motor, and our Stage 2 runs about the same. The 32v kits respond better to boosting than the 16v kits for the same reasons they have more power to begin with: they breath better.

I see evidence that Porsche hit the ceiling with the 310 HP Euro motor in 16v development. I'm sure the re-engineering and retooling costs to go to a 4-valve drive train and head were high and they did not do it unless they were pushed into it.

The benefits are real - not only do the 32v motors breath better, but (more importantly for those pushing boost) the combustion chamber design on the 32v head is really very very good. That allows a larger charge before detonation becomes a problem, and it allows Andy to set a static fuel pressure and leave it unchanged regardless of how much the boost changes. You just could not get away with that on a 16v motor.

No, even a highly modified SC 16v motor like Adrians (or the one I am building) will always fall behind a boosted 32v motor.

He literally got on email address today. He does not have a computer, but he goes to his brothers house to send me stuff. I am sure he'd love to hear from you - every time I run into an Albrex guy I hook them together so you guys can help each other survive. When I get to work on Monday I'll PM you with his new email address.

Yes, if you figure that he saw 17 PSI of boost, but we know he did not. He had to stop at 5,000 RPM, never got to 6000 where he would have seen all 17 psi. Adrian said the car was hoping so badly on the rollers they just shut it down - he forgot to look at the boost gauge at 5k to see what it was. So, we cannot do the math - we do not have good numbers. What was his boost at 5000? We do not know.

In my experience, when he gets the 16v fueled right, he will see about 13.5 HP per pound of boost.

.... but Andy, Bill Ball got 50 HP on 5 psi of boost with your installation. That's 10 HP per psi. Isn't that what I read?

We would call them Euro cams, accept that over their, they are all "Euro" cams. It was a 16v "Euro" motor to begin with, but he de-stroked it to 8:1 so he could add more boost.

Not many. He just got it run in and sorted out well enough to take it to the dyno for final tuning when this happened. I am a little worried ( and so is he) about trumpeting the alusil cylinder walls with that much boost, but it is too early to tell.

I can post more pics of his car when I get to work on Monday if you like.

Koenig928

You da man, thanks!

GoRideSno

Jim,
Those # are apples to apples using 5th gear before #s to 5th gear after #s. If we used 5th baseline of 272 to 3rd after of 464 It would have been 32rwhp per psi of boost instead of 29.

GoRideSno

Bill,
Is what carl says correct?

Carl,
Obviously you can't read very well. Maybe this larger print will help your eyes a bit. Or maybe its that faulty algebra you've used in the past? Bill got 334, up from 262 on 4.9 psi which is 14.69 rwhp per psi boost WITHOUT an intercooler for under $4000 and in a day and a half of work. Good Evening Sir
Andy K