E-Ram Electric Supercharger
03-01-2008, 05:33 PM
#1
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E-Ram Electric Supercharger
I came across this product, and was surprised to see Mark Kibort's name in association with it. Now I like many have been conditioned to regard these gizmos as nothing more than "Autozone Ricer Specials". His endorsement though, lends a good degree of credibility to this product. Now of course it's not intended to try to compete with an actual centrifugal, or screw type mechanically driven units- so no bashing. It does however, seem to add a significant bang- for the-buck increase in documented power. There were a lot of testimonials on the website, but I'm curious to know what It'll do in a 928 S4, and how difficult the installation is. Pics of installed unit would be good too. It would be great if Mark, himself, could chime-in. Also -the mini in car camera quality looks AMAZING( especially considering the price). Thanks, Dave
Last edited by Panzer9; 03-01-2008 at 05:55 PM.
03-01-2008, 06:16 PM
#3
Drifting
I think he's suggesting that you use the search function.
Here, I've done it for you. From just a couple of weeks ago
https://rennlist.com/forums/928-forum/410436-is-this-for-real-electric-super-charger-rv.html
Here, I've done it for you. From just a couple of weeks ago
https://rennlist.com/forums/928-forum/410436-is-this-for-real-electric-super-charger-rv.html
03-02-2008, 09:39 AM
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I think he's suggesting that you use the search function.
Here, I've done it for you. From just a couple of weeks ago
https://rennlist.com/forums/showthread.php?t=410436
Here, I've done it for you. From just a couple of weeks ago
https://rennlist.com/forums/showthread.php?t=410436
Trending Topics
03-02-2008, 03:30 PM
#8
Race Car
This seems to be the most credible of the batch of electric bolt-ons.
There is an abundance of people with opinions. There is a lack of people that have actually tried it and shared their experience, particularly with 928 applications.
5L engines had been the point where the company did not anticipate as much gain as on smaller displacement engines. At least this was the case several years ago and I don't believe the product has changed THAT much since then.
I think higher voltage systems are the solution, but that complicates installation as well as the economics of it all.
Have fun reading the archives!
There is an abundance of people with opinions. There is a lack of people that have actually tried it and shared their experience, particularly with 928 applications.
5L engines had been the point where the company did not anticipate as much gain as on smaller displacement engines. At least this was the case several years ago and I don't believe the product has changed THAT much since then.
I think higher voltage systems are the solution, but that complicates installation as well as the economics of it all.
Have fun reading the archives!
03-03-2008, 12:32 AM
#9
Rennlist Member
There are two ways the eRAM can produce HP gains. One way is to just relieve the vacuum in the intake tract or air box, using atmospheric pressure to do the work while only having to produce a matched flow rate, or to produce pressure at a given flow rate.
The eRAM can do both in most engines below 4 liters, and can really only relieve the vacuum in the airbox on engines greater than 5 liters.
One of the things we are working feverishly hard on, is to use the DC brushless motor technology to produce a 2-4000watt unit that will produce up to 2psi on a 5.7 liter engine.
(mass flow rates equal to near 300rwhp) This, however does require a higher voltage using 2 odyssey type batteries in series for a 24volt supply. The charging circuit is costly as well, using contactors and a microcontroller to utilize the automobile’s charging system. One of the other interesting versions will use LiPo batteries to eliminate this charging problem, but will lend itself to the drag racer crowd better. (kind of like NOS, but the refills are just plugging the device in the wall for a few hours and is almost free)
Since this design will make near 2psi, that’s over 10% of a increase in density. So, on a 300hp, this would be like bolting on 30hp. It’s cost will likely be in the $1500 range.
Mk
The eRAM can do both in most engines below 4 liters, and can really only relieve the vacuum in the airbox on engines greater than 5 liters.
One of the things we are working feverishly hard on, is to use the DC brushless motor technology to produce a 2-4000watt unit that will produce up to 2psi on a 5.7 liter engine.
(mass flow rates equal to near 300rwhp) This, however does require a higher voltage using 2 odyssey type batteries in series for a 24volt supply. The charging circuit is costly as well, using contactors and a microcontroller to utilize the automobile’s charging system. One of the other interesting versions will use LiPo batteries to eliminate this charging problem, but will lend itself to the drag racer crowd better. (kind of like NOS, but the refills are just plugging the device in the wall for a few hours and is almost free)
Since this design will make near 2psi, that’s over 10% of a increase in density. So, on a 300hp, this would be like bolting on 30hp. It’s cost will likely be in the $1500 range.
Mk
This seems to be the most credible of the batch of electric bolt-ons.
There is an abundance of people with opinions. There is a lack of people that have actually tried it and shared their experience, particularly with 928 applications.
5L engines had been the point where the company did not anticipate as much gain as on smaller displacement engines. At least this was the case several years ago and I don't believe the product has changed THAT much since then.
I think higher voltage systems are the solution, but that complicates installation as well as the economics of it all.
Have fun reading the archives!
There is an abundance of people with opinions. There is a lack of people that have actually tried it and shared their experience, particularly with 928 applications.
5L engines had been the point where the company did not anticipate as much gain as on smaller displacement engines. At least this was the case several years ago and I don't believe the product has changed THAT much since then.
I think higher voltage systems are the solution, but that complicates installation as well as the economics of it all.
Have fun reading the archives!
10-18-2019, 02:07 PM
#13
Three Wheelin'
i ever tried to calculate how much HP it takes for 6 psi on a 5 l engine …. i came to at least 20 HP ! so 2 psi would be 6 HP ? get that electric motor &battery in your car… hahah.
Perhaps Carl has a better idea of how much HP it takes per psi boost ?
Belt slip , even on a decent installation, proves it ….. imho.
Perhaps Carl has a better idea of how much HP it takes per psi boost ?
Belt slip , even on a decent installation, proves it ….. imho.
10-18-2019, 06:27 PM
#14
Developer
I get asked for "HP gain per pound of boost" a lot, as we manufacture performance impellers for centrifugal blowers and the pulleys for them too.
There is no quick and easy answer to that question. Combustion chamber design and piston crown design are big contributors. The swirl in the combustion chamber, the shape and length of the flame front, compression ratio, the location of the valves in the head and their size, valve lift and duration, and a lot more are involved. It is more than just the increase in volumetric efficiency caused by the extra pound of induction pressure. It can be a real bear to predict for some of my callers with Fords, Toyota's, LS motors and the like. Generally, 4V engines get more per pound of boost than 2 V engines, and higher flowing heads/cams/valves do better too just like you'd expect they would.
My experience supercharging 928's has taught me this:
4.5L 16v K-Jet 928 motors tend to make about 13.5 HP per pound of boost.
4.7L 16v L-Jet 928 motors tend to make about 12.5 HP per pound of boost.
5.0L 32v LH-Jet 928 1985-86 tend to make about 16.5 HP per pound of boost.
5.0L 32v LH-Jet 928 1987-up tend to make about 25 HP per pound of boost. The GT does a little better with 27 HP per pound.
6.5L 32v 928 motors with fully built out valve-trains can pick up between 29 and 30 HP per pound of boost.
I hope that helps give you an idea.
There is no quick and easy answer to that question. Combustion chamber design and piston crown design are big contributors. The swirl in the combustion chamber, the shape and length of the flame front, compression ratio, the location of the valves in the head and their size, valve lift and duration, and a lot more are involved. It is more than just the increase in volumetric efficiency caused by the extra pound of induction pressure. It can be a real bear to predict for some of my callers with Fords, Toyota's, LS motors and the like. Generally, 4V engines get more per pound of boost than 2 V engines, and higher flowing heads/cams/valves do better too just like you'd expect they would.
My experience supercharging 928's has taught me this:
4.5L 16v K-Jet 928 motors tend to make about 13.5 HP per pound of boost.
4.7L 16v L-Jet 928 motors tend to make about 12.5 HP per pound of boost.
5.0L 32v LH-Jet 928 1985-86 tend to make about 16.5 HP per pound of boost.
5.0L 32v LH-Jet 928 1987-up tend to make about 25 HP per pound of boost. The GT does a little better with 27 HP per pound.
6.5L 32v 928 motors with fully built out valve-trains can pick up between 29 and 30 HP per pound of boost.
I hope that helps give you an idea.
