Quamen

Hey guys!

Just wanted to chim in a bit about the car.

First, I have to say that while the WHP numbers may not seem high this kit was designed mainly as an offering to a group of 928 owners that don't really have a significant amount of options for boosting their year of car. It was by no means designed to be a high WHP kit.

With that in mind though, I do have to say that I was extremely impressed with the feel of the car. I come from the world of turbos where boost hits and it hits hard. So for me superchargers are not exactly as exciting on the "butt dyno". Yet on this car the Raptor seems to really have an exciting rush as boost hits. My guess would be that as the intake manifold hits it natural harmonic frequency the supercharger it coming into it peak effeciency range creating an almost "turbo" like feel.

Now I may be speaking out of turn, and Carl can correct me, but to my understanding Raptor is soon to release the Raptor "R" which should be a basic swap into the "V". The "R" should put this kit on the same level as all of the other kits that 928M offers if not exceeding them. The only problem that comes into play is where do you put an intercooler on this car? There is not really enough room and having a custom made intercooler for a kit that only spans 1.5 years is not entirely economical.

If you want to make more power on this kit there is still some more room. I wouldn't suggest doing so via more boost without the addition of an intercooler (which at this time 928M does not offer) or the addition of water/meth injection.

Overall, I have to say that you shouldn't let the numbers confuse you. This car is a blast to drive and even more of a thrill if you are in the passenger seat. The car sounds like a jet when you really get on it yet is still quiet when you are driving around normal. Low maintenance and straight forward install similar to all of 928M's kits.

This kit has been in development for a long time and the amount of work that went into getting it where it is was enormous. This kit has been designed and redesigned in every single aspect multiple times and in regards to every single component. About the only thing that has not been changed to make this kit happen is our initial throttle cable relocation design. Even the pipes had to be redesigned a number of times to find the proper setup to maintain laminar flow to keep the MAF happy. I hope that puts some new light on just how much work had to go into getting this kit to the fine design that it is now.

Ryan

Jean-Louis

What is that?
"""for a kit that only spans 1.5 years is not entirely economical."""

Abby Normal

85 through 86.5 = 1.5 years is my guess.

Quamen

This intake manifold caused a significant amount of design changes that would not be needed on other years. There is just not much room for a intercooler on this year of car.

PorKen

Lizard924T - hey, you're getting basically the same numbers (for now). Oh, that's right, you have a five-speed.

Hacker - I'm surprised you're not complaining about the stock spark plugs. WR7DC with boost, is criminal, IMHO, especially since 5's will work fine on a stock engine.

The stock timing chip would likely run without pinging. I think Carl is using the octance loop, so that's probably one reason the midrange numbers aren't higher (than mine). The main thing Shartuning would do is get rid of that FMU dinosaur. There's too much gas in there. 10:1 is way too 'safe'. Figure the wideband is reading a bit lean, too. I assume it still has the cat, so I guess it's not going to melt.

At nearly the same power levels, my 86.5 was running a touch rich with the stock LH chip. With a SharkTuned fuel chip, I'll likely be in the 320's. Then again, I'm not using 20-30(+?) HP to push the air in, and my intake temps are ambient, so I can run 13:1.

Any way you crack it, over 300 rw hp/tq with an automatic is a rush. Stab it, 'n steer, baby!

JKelly

Are the fans included in the kit?
If not, how much extra for the pair of fans?
I assume that there is not room for a single electric fan (which I already have)?

hacker-pschorr

Imo000

You can put your existing fan up front and turn the blade around (presuming it's a dual directional fan)

davek9

From what I can see of the kit Carl has put together, looks great, it is priced right (for rennlisters thanks!), makes great use of the factory selected high pressure air intake point, and does not use engine oil to lubricate the unit.

From other posts and word of mouth the Vortec unit would seem to have a factory seal failure issue as more then one here has seen this on relatively new/low mileage units. I am not knocking the Murf kit as it is well tested and is a proven performer.

Carl’s unit makes great HP #’s for the amount of boost as a Stage 1 kit, as most who would SC would have already nixed the CATS and added an X pipe..etc.. etc.. a little shark tuning should be all you need (for a Stage 1).


Just my 2 cents

Dave K

Carl Fausett

JKelly: yes, the electric fans on the inside of the radiator (there are two) are provided in the kit. Everything is included, even gauges, gauge pods, wiring, you-name-it. You should not have to go to the store for anything.

Our website for this Supercharger kit has been updated, and a more complete description can be had here:
http://www.928motorsports.com/parts/32vstage1.php

Porken: not sure where you saw a 10:1 A/F ratio. On the dyno chart I posted with A/F ratio, we tuned to a constant 11.6 to 11.8:1 A/F Ratio. That was by choice, for safety. I said that, at the very top end, it seemed to get richer, but that was due to ignition break-up of the stock plugs. Colder plugs gapped a little tighter would correct that.

Having said that - please also observe on my dyno chart that smoothing was set to Zero. That ignition performed very well - I have seen dyno pulls with smoothing set to "5" that were more broken up than that...

Carl Fausett

Keep in mind that if I take the Sharktuner and squeez another 20 to 30 HP out of it, is that really fair to advertise? I think not.

I cannot send the chip from car A (mapped to the injectors and MAF in car A) to a customer and tell him that it'll produce the same 30 HP in his car. It may not.

Not that the Sharktuiner isnt a good and valid tool. It is. But the tune you produce is unique to the vehicle you tune it on. To pull the chipset and ship it and expect the same results in somebody else's car is wrong. Yes, if your EPROM instructions are generic (take out some timing, richen the mixture across the range), but not when you get really down to tuning per cylinder. That's unique to the vehicle.

I guess I am trying to remind you I design, make and ship bolt-on kits. Good final tuning differs from car to car and needs to be done on-site. I would expect that, if I did Sharktune this car and squeez 20 HP more out of it (totally do-able) and then advertise that my "kit" will produce 400 HP on your car, you would and should correct me.

JKelly

Thank you Carl. That seems pretty darn sweet.

PorKen

According to the dynograph, it's in the 10's between 5500-5900rpm. If the plugs were blowing out, then why does the HP then increase? Regardless, misfires would be seen as lean by the wideband, as more unburned oxygen would be present. With the air pump installed, and with the A/F ratio measured at the tailpipe, the actual ratio is likely at least a point richer.

The LH-Jet is batch fired, and can not be tuned 'per cylinder'. It's really not that complicated. Especially LH2.2, which is much simpler than 2.3 on the S4s and up.

For a 'Stage 1' type kit, you could in fact supply a generic chip that could fuel a stockish engine. The MAF will compensate for further airflow improvements up to a point, just like it does for the factory chip. For 'safety' the chip could be set to overfuel like the FMU is doing, but in a more controlled fashion.

The same goes for the spark. Pulling timing over a range programmatically would then leave room for the end user to still use the octane loop (using the octane loop, or disconnecting the air temp sensor are not additive).

Daniel Dudley

Fair enough Carl, but if you pulled the exhaust and put on a free flow, that would be something the average enthusiast would be likely to do.

Daniel Dudley

I guess to finish the thought, I would love to see the dyno on this configuration. As silly as it sounds, 400 is a magic number. It does not matter if it is at the crank or at the wheel, people want to be able to quote a magic number for their car.