Ketchmi

I have had great luck with a/w, check out the photos below...
The passenger's side fender has the 4 pass intercooler heat exchanger with fan and the driver's side has an external engine oil cooler and an additional transmission cooler with a thermostatic fan. The inlet ducts I made on the nose look natural, no-one seems to notice them unless they are really "in the know".
I am using a 6" x 15" x 3" Bell A/W core and after several 500+rwhp dyno pulls with only the fan on the heat exchanger, the inlet air is very close to ambient. A/A ain't gonna' do that! I can appreciate the benefits of both but they both do work if designed correctly.

Imo000

I did!!!

What you say is true, and I never said it wasn't but it's not that simple when we are taling about intercooler efficiencies. As I said before, do a search on why air-air INTERCOOLERS are more efficient than air-water and you'll see what I mean. I don't feel like typing up a 500 word explanation when even a simple search on this baord will give the answer.

BC

Nice BSA wheels on the white car. Did you see the new ones with the 10inch rears?

Imo000

Yes, I agree they have to be big to work right.

I built an A-A IC last year and it was BIG. Used the wrong core so had the pull it. Here is are a couple pics to give you an idea. This is the largest IC one can put into an '85 928 without cutting into the body. The AC condesor had to be removed.

Ed Hughes

That looks fantastic...

OK, I'm aking now-can someone give me a ride in a blown 928 @ SITM? I really want to see what a forced induction shark is like.

SwayBar

If you gotta have a turbo 928, this one looks like the one to have, and no doubt it will put out some nice numbers.

But for me, I do not feel all that additional complexity is worth it, as well as the hefty price-tag that will be associated with it. So, we'll see how others ultimately feel when they vote yea/nay with their wallets, versus what they may state on this board.

Well, what about one right here within this thread: did you not read the following link posted earlier?

This particular paper clearly states that air/water IC's are slightly better than air/air.

Nonetheless, on a racecar, I would prefer to have an air/air unit due to it having no moving mechanical parts although it does require cutting the car to make a decent-sized unit fit with the plumbing.

For a street car though, I do not want to cut it, thus I like the easier installation of an air/water unit, despite the additional pump, water and tank, and easy-plumbing to-and-from the IC and it's radiator.

As always, there are trade-offs, just like there are when making a serious forced-induction choice which is always: a centrifugal, twin-screw, or a roots.

N421LV

Looks great!

We should start a pool for the final HP numbers. I'll be generous and say 650 FWHP since the factory got ~750 HP out of the engine ("with minimal modifications") when they twin-turbo'ed it for the offshore racing boat project.

UNTS1

Any more pictures of this car?

Jim Nowak

That's funny because the dyno chart indicated Goldmember had 265 RWHP.
I guess if you assume around a 37% driveline loss you'd be right there at 420 crank hp

SwayBar

Do you mean this post?

https://rennlist.com/forums/showpost...9&postcount=13

There has never been any doubt that part of John's rather impressive arsenal of personality disorders he unleashed on everyone on this board also included being a compulsive liar who could NEVER accurately recall anything.

I think it's HILARIOUS!

JEC_31

I'm not in - because Kuhn probably knows about the limitations of the drivetrain and will stay below the "oh snap!" point.

hans14914

Not to be argumentative, but what about this dyno run? Has over 370 RWHP out a 4.5L 16v US spec car. I have high hopes for the 5.0l 32v.

Rick Carter

Go ahead and be argumentative. Arguing is healthy; irrationally holding onto an opinion and trying to bully others to your position or taking your ball and going home are not. IIRC that run was with 9 psi and the former was with 6 psi.

Jim Nowak

Those runs were on his fully built motor with Nickasil bores and not Goldmember. The runs were impressive none the less.

It's obvious that John does great work. He just rubbed many Rennlisters the wrong way with his constant "turbo jacking" of the supercharged threads. I'd like John to come back to this board because I think he can make a positive contribution. Will he? Probably not but he is polarizing himself with that decision and is missing a very large population of 928 owners and potential twin-turbo customers.

Adam C

This guy is such an egomaniac that he has to tag all his photos. All I noticed was all the Kuhn labels, placards, and branding.

Get over it, dude.

It's a 20 year old out of production car - no one is standing by to steal the idea.