Help me Thank Corky and Bell Intercoolers for their Support
02-19-2006, 10:34 PM
#1
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Help me Thank Corky and Bell Intercoolers for their Support
Just a note of thanks to Corky Bell, Gerhardt Schuff and Trey Herman for their support, design work, and agreeing to be one of our sponsors for the 2006 race season.
Trey (webmaster extrordinaire) selected our 928 to use on their home page here: www.bellintercoolers.com
Take a look!
and if you want to see what Corky's next project is - check this out: www.cb1project.com
Trey doesn't quite have the website finished yet - but what is done is awesome.
And the car... well, you just will have to see for yourself. The specs are under the Performance and Specifications section.
Bell Intercoolers co-designed the air/water intercooler for our 16v 928 kits with me, and did a great job. Tim was having his intercoolers for the 32v SC kits made elsewhere, and switched to have his made at Bell Intercooler also. Top-notch quality and top-notch people.
This is my second year of sponsorship from Bell Intercooler - if you get a chance to say "thanks" with me, give them a call.
Trey (webmaster extrordinaire) selected our 928 to use on their home page here: www.bellintercoolers.com
Take a look!
and if you want to see what Corky's next project is - check this out: www.cb1project.com
Trey doesn't quite have the website finished yet - but what is done is awesome.
And the car... well, you just will have to see for yourself. The specs are under the Performance and Specifications section.
Bell Intercoolers co-designed the air/water intercooler for our 16v 928 kits with me, and did a great job. Tim was having his intercoolers for the 32v SC kits made elsewhere, and switched to have his made at Bell Intercooler also. Top-notch quality and top-notch people.
This is my second year of sponsorship from Bell Intercooler - if you get a chance to say "thanks" with me, give them a call.
02-20-2006, 12:06 PM
#3
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Thread Starter
Pics? Good idea.
Here are a few.
Yes, I think I have got the intercooler as close to the intake point of the engine as it can be made to be.
For those that may be wondering why that is important.... if your intercooler is mounted forward (like and air-to-air intercooler) you need to insulate the pipe after the intercooler to keep the cold air from picking up heat via convection and conduction as it travels thru the hot engine compartment on its way to the back of the motor where it finally enters the engine on a 928.
But - if you can get the intercooler mounted right at the last point just as the air enters the engine, we remove all heat (regardless of its origin) and shove the air into the motor right away before it can pick up any heat again from any source.
Counter-Point: on air-to-water systems like this, it is possible to pick up some engine compartment heat in your 3/4" water line on its way from the heat exchanger (radiator) to the Intercooler. Generally, a rubber heater hose is not as thermaly conductive as the aluminum intake pipes - so less insulation - if any - is needed, but some racers insulated their water lines as they go thru the engine compartment. Just an FYI
Again, kudos to Bell Intercooler for their infinate patience with me. Look at the pictures - you can just imagine how fussy the design was becoming to get the largest possible intercooler into the space available, and clear all the obstructions and get the hood closed too! Gerhardt and I went thru I cannot even remember how many mock-ups and prototypes before we got it down to a science.
Here are a few.
Does it sit back where the stock airbox goes, or is it an "elbow" style?
For those that may be wondering why that is important.... if your intercooler is mounted forward (like and air-to-air intercooler) you need to insulate the pipe after the intercooler to keep the cold air from picking up heat via convection and conduction as it travels thru the hot engine compartment on its way to the back of the motor where it finally enters the engine on a 928.
But - if you can get the intercooler mounted right at the last point just as the air enters the engine, we remove all heat (regardless of its origin) and shove the air into the motor right away before it can pick up any heat again from any source.
Counter-Point: on air-to-water systems like this, it is possible to pick up some engine compartment heat in your 3/4" water line on its way from the heat exchanger (radiator) to the Intercooler. Generally, a rubber heater hose is not as thermaly conductive as the aluminum intake pipes - so less insulation - if any - is needed, but some racers insulated their water lines as they go thru the engine compartment. Just an FYI
Again, kudos to Bell Intercooler for their infinate patience with me. Look at the pictures - you can just imagine how fussy the design was becoming to get the largest possible intercooler into the space available, and clear all the obstructions and get the hood closed too! Gerhardt and I went thru I cannot even remember how many mock-ups and prototypes before we got it down to a science.
02-20-2006, 12:17 PM
#5
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Originally Posted by Carl Fausett
And the car... well, you just will have to see for yourself. The specs are under the Performance and Specifications section.
02-20-2006, 12:49 PM
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A 650 hp cobra replica with good suspension will be a very fun handful...
Back on topic, sort of,
Carl the little blurb on your car on Bell's homepage specs you at a 5.1 liter.
This is your special Monster Motor, eh? Can you share details yet?
Back on topic, sort of,
Carl the little blurb on your car on Bell's homepage specs you at a 5.1 liter.
This is your special Monster Motor, eh? Can you share details yet?
How much is the pressure drop across the core?
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02-20-2006, 02:48 PM
#8
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Nice unit! So, have you and Tim abandoned the design that replaces the stock airbox with a wide intercooler that has a core approximately the same shape and size as the original air filter? Or is that for later cars?
02-20-2006, 04:14 PM
#9
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So, have you and Tim abandoned the design that replaces the stock airbox with a wide intercooler that has a core approximately the same shape and size as the original air filter?
As to engine specs: I have been posting them here from time to time with lots of pictures...
Here is the Laundry List:
5.1 Liter V-8 with Powerdyne Xb-1a centrifugal blower
Power: 450+HP, 464 Ft-Lb’s Torque, Top speed: 206 MPH
Pistons: Arias Custom forged, graphite impregnated sleeves
Engine static and dynamically balanced to within 0.1 gram
Heads Ported and Polished with 3-angle valve job
Fuel: Modified Aluminum Adjustable fuel distributor (CIS)
Intercooler: Bell Intercooler and 928M air/water system
Transaxle: 5-speed Borg-Warner Euro w/LSD
Clutch: Twin Disc Race Clutch, 3-puck metallic friction disks
Wheels: 13.0 x 17, 3 piece modular wheels by CCW.
Tires: Hoosier, 335/35/17’s on rear, 315/35/17’s on front
Brakes: 13” vented cross-drilled, Brembo 4 piston calipers
Shocks: Koni adjustables on all 4 corners
Springs: HyperCoils on all 4 corners (850 lb front, 550 lb rear) lowered car 1.5"
Sway bars; Custom sway bars and Adjustable Drop Links by 928 Motorsports
Exhaust: Jet-Hot coated MSDS Headers and 3.5” open exhaust
Body: 928 Motorsports GT-1 Wide-body kit and GTR wing
Autopower Race Roll Bar
Corbeau Forza seats and 5-point Harnesses
Nordskog Gauges
928 Motorsports Fuel Enrichment System and Custom Injector lines
02-20-2006, 06:16 PM
#10
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Ah yes, Gerhard and Corky are building my charge air solution for the 928S4 twin turbo. Sorry, there aren't any photos that will be shared just yet.
Good couple of guys with many, many years of experience. Mr. Schruf worked on Formula 1 stuff back in the day and was heavily involved with the Aerocharger. He is an interesting guy.
Good couple of guys with many, many years of experience. Mr. Schruf worked on Formula 1 stuff back in the day and was heavily involved with the Aerocharger. He is an interesting guy.
02-21-2006, 04:59 PM
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Carl,
not trying to rain on your parade, but with 315 front tires, you will need a hell of a lot more than 450Hp to go 206mph... You will need approximately 480-490RWHP to hit 200mph in a 928 with much narrower tires than 315. The increased frontal drag will severely slow you down.. Just a rough glance tells me that you will need in the neighbourhood of 540RWHP with those big fat front tires.... Not to mention the flares on your car that also increase the frontal area......
Keep up the good work, it makes it very interesting to hop up a 928..!
BTW, the AWIC I have made has no turns after the charge leaves it... Straight shot to the head.... Seems like Bell concurs with some of my research....!
not trying to rain on your parade, but with 315 front tires, you will need a hell of a lot more than 450Hp to go 206mph... You will need approximately 480-490RWHP to hit 200mph in a 928 with much narrower tires than 315. The increased frontal drag will severely slow you down.. Just a rough glance tells me that you will need in the neighbourhood of 540RWHP with those big fat front tires.... Not to mention the flares on your car that also increase the frontal area......
Keep up the good work, it makes it very interesting to hop up a 928..!
BTW, the AWIC I have made has no turns after the charge leaves it... Straight shot to the head.... Seems like Bell concurs with some of my research....!
02-21-2006, 10:38 PM
#14
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You are correct... but I do not have any track or circuit where I race that I can top out in 5th gear. Although the gearing permits it - I'll never see it with this setup. We use the 315 front and 335 rears because most of the circuits I am on are tight.
