Euro S race car supercharged
05-15-2006, 10:49 AM
#1
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Euro S race car supercharged
Saturday morning we ran the Euro S with the Murph supercharger stage 1 on the dyno. The engine is a 84 euro with the 83 euro intake and fuel system. The only part added to the fuel system is the FMU. The supercharger was set up to give a maximum boost of 5 psi with no intercooler.
After tweaking and learning a lot about the CIS system under boost during our 3.5 hours on the dyno the result is 354rwhp
at 5psi of boost. The same engine was at 272 rwhp a year ago.
Next is Road America for Memorial Day week end and go after my 2:32:00 lap time................
Jean-Louis / Agnes
91GT, 84 Euro SC
928 Eurogroup LLC
After tweaking and learning a lot about the CIS system under boost during our 3.5 hours on the dyno the result is 354rwhp
at 5psi of boost. The same engine was at 272 rwhp a year ago.Next is Road America for Memorial Day week end and go after my 2:32:00 lap time................
Jean-Louis / Agnes
91GT, 84 Euro SC
928 Eurogroup LLC
Last edited by Jean-Louis; 01-18-2014 at 11:06 AM.
05-15-2006, 11:01 AM
#3
Race Car
Suh weet. Been waiting for this. Now I gotta check those lottery tickets...
I want an audio clip from right smack over the engine...
I want an audio clip from right smack over the engine...
Last edited by SMTCapeCod; 05-15-2006 at 11:26 AM.
05-15-2006, 11:29 AM
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Euro supercharged
Yes I am still at 10.4, this is why I went to 5 psi only. We checked for knockings during all the pulls and did not have any.................
How much compression? Still @ 10:4:1?
How much compression? Still @ 10:4:1?
05-15-2006, 11:39 AM
#6
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That is very interesting. So, with a plain-jane 32V motor, the results would have been quite a bit different. Does adding the SC to the Euro, put you out-of-class for racing? N/A the Euro would be quite competitive, I believe.
05-15-2006, 11:54 AM
#7
Nordschleife Master
Thanks! - I NOW have something "more" to look forward too.
Q - Is it easier to map fuel with the earlier CIS? Rather than going with the 84-86S LH unit?
Now the only question I have to ask myself is - which shark do I supercharge first? Oh the insanity!
Thanks for the reply!
Q - Is it easier to map fuel with the earlier CIS? Rather than going with the 84-86S LH unit?
Now the only question I have to ask myself is - which shark do I supercharge first? Oh the insanity!
Thanks for the reply!
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05-15-2006, 12:10 PM
#8
Race Car
Originally Posted by Jean-Louis
Yes I am still at 10.4, this is why I went to 5 psi only. We checked for knockings during all the pulls and did not have any.................
How much compression? Still @ 10:4:1?
How much compression? Still @ 10:4:1?
Well the other part of that question that wasn't articulated was- what fuel are you using? RON?
05-15-2006, 12:25 PM
#12
Rennlist Member
Hmmm. Could I supercharge my Euro 5.0 hybrid?
05-15-2006, 12:30 PM
#13
Race Car
Knock suppression
Time to get an MSD knock box, huh?
The Mitsu guys running very high boost on the twin turbos were a big fans of this:
Snow Performance
They seem to be marketing it as a power-adder. Consensus was that the injection itself didn't add any power in its own right, just in that it allowed higher induction and clyinder pressures without knock. They have devices to meter the injection as a function of boost....but the weight and hassle of carrying enough for a race other than 1/4 mile might make it counterproductive. Just thought I'd share as a point of information.
The Mitsu guys running very high boost on the twin turbos were a big fans of this:
Snow Performance
They seem to be marketing it as a power-adder. Consensus was that the injection itself didn't add any power in its own right, just in that it allowed higher induction and clyinder pressures without knock. They have devices to meter the injection as a function of boost....but the weight and hassle of carrying enough for a race other than 1/4 mile might make it counterproductive. Just thought I'd share as a point of information.
05-15-2006, 12:47 PM
#14
Developer
Nice numbers, Jean-Louis. I am superchargiung a 10.4:1 16v Euro S now also, so I'll see what I get at the dyno in comparison.
You will be a Monster now at the PCA events - you have learned to conserve your speed thru the corners with the lower-output setup, now with more straight line acceleration too - you'll be wicked!
Beef up you oil separator/catch can system if you haven't already.
SMTCapeCod - The MSD Boost Sensitive timing retard products will not work with the early 928 ignition. We have transistorized ignition, not the capacitive discharge ignition they are looking for, and the MSD box is designed for primary voltages of 12 to 14v, where we are running about 9.6 V after the ballast resistors (early cars). I cannot say whether the MSD product would or would not work on later 928 ignitions, I am just speaking to the early 928 16v ignition.
You will be a Monster now at the PCA events - you have learned to conserve your speed thru the corners with the lower-output setup, now with more straight line acceleration too - you'll be wicked!
Beef up you oil separator/catch can system if you haven't already.
SMTCapeCod - The MSD Boost Sensitive timing retard products will not work with the early 928 ignition. We have transistorized ignition, not the capacitive discharge ignition they are looking for, and the MSD box is designed for primary voltages of 12 to 14v, where we are running about 9.6 V after the ballast resistors (early cars). I cannot say whether the MSD product would or would not work on later 928 ignitions, I am just speaking to the early 928 16v ignition.
05-15-2006, 12:55 PM
#15
Race Car
I thought the knock box was basically a stand-alone knock sensor, just triggers an alarm in the interior of the vehicle. A passive device that just lets you know you might be getting into trouble -- say like if you start to go lean mid-race for some reason. (found it):MSD 'Knock Box'
I've read how great our OEM ignition is (well-covered in prior posts over the years), but I'm wondering whether the prospect of knock from pressurized inductions systems on the higher compression cars will lead some folks to check out into conversion from TSZ to the MSD ignition boxes as well, for the benefit of multi-spark down low and CD spark up high.... Then you get all the toys...
I've read how great our OEM ignition is (well-covered in prior posts over the years), but I'm wondering whether the prospect of knock from pressurized inductions systems on the higher compression cars will lead some folks to check out into conversion from TSZ to the MSD ignition boxes as well, for the benefit of multi-spark down low and CD spark up high.... Then you get all the toys...