Looks similar to the LS9 setup. ICers are different, but I like your design better.

It may be buried here, but why did you opt to have an oval made for the intake runner mating port, rather than the odd shape that on the heads? Will you do some hand fitment?

 

Richard... Looking good man. Keep the design build going

 

Thanks!

I did the original design in 2003, way before most of the current production stuff was concieved. The only things close were the MB Mc Laren SLR, and the Kleemann systems, which are very similar. Kleemann actually used the Opcon Laminova compressors and AWIC to get very good numbers from the M113 E55 engine (model before the factory E55 Kompressor) and set a speed run of 334 Km/H in germany with one of their cars using Opcon/Laminova equipment. (they used the 304mm cores, not the 334mm cores I am using. they also used only 4 cores, and I'm using 6) Let's say I found some inspiration in what Kleemann did.....

Kenne Bell in Rancho Cucamonga CA used Opcon stuff before going to HPS units, and made 700RWHP with the 2.2L opcon compressor on a 4.6L Mustang Cobra, so I know the system can make lots of power very efficiently.

I just wanted an optimized setup for the 928, so the result is what's documented here....

 

After owning an E55 for a while now, I can appreciate the instant push of this type of huffer.

 

Hi AO,

Thanks for the kind words.

I chose the oval shape of the port for a couple of reasons.

Firstly, the desire to maximize the volume of air that can be flowed through the system in the tight spaces in the engine while balancing velocity. Round runners would be an exercise in fitment, when attaching fuel rails etc., and there isn't much space in the 928 engine bay as you know. Ergo oval shape..

In addition, the port and head surfaces will need to be port matched for the specific heads/vehicle that the assembly is being attached. The S4 and later heads are a bit oval in shape on a horizontal plane, while S3 and earlier are a bit more round/oblong in a vertical plane.

Further, I wanted to integrate dual injectors per cylinder, and an oval runner allows this much easier than a round runner, as the runner wall interferes with the injector spray pattern and fuel pooling on the walls of a dual injector setup.

This oval design allows the adaptation of either a single injector per cylinder or dual injector per cylinder system to S3 and S4/GT/GTS heads, as there is enough material that can be removed to match either of the port shapes.

I hope that answers your question..

 

Thanks..!!

Working on it between business and life stuff..!! Making progress as we speak/type..!

 

Hey Brendan,

I'm glad you understand the impact of a throttle body controlled supercharger. The huff is controlled by the accelerator, not only the RPM, as with the TS, you can have full load at 2k rpm simply by pressing the pedal.

(I think I once posted a chart here from a Mustang Cobra modified by Kenne Bell, and it had 500 TQ from 2-6.5K Rpm... It was basically a torque table of 500-600 TQ across the range from 2-6.5K.)

That makes the car so much more agile without being rpm dependent.. Anyway, off to the shed I go..!!

 

Do you have a balance pipe between the plenums post intercooler cores to equalize the unwanted pulses between the two cylinder banks?

 

Yes,

There is a balance tube connecting the banks, and the bypass valves are attached to this to route air to the compressor inlet when the throttle closes. In the CAD cutaway, it's the round hole in the near side plenum between the runner ports of #6&7 cylinders. The balance tube will go from the IC outlet under the middle of the SC, and connect in the valley. The bypass valves will T off that to the compressor inlet.

There are also ports in each IC outlet bank for Temp and MAP sensors.

 

As I posted in another thread, the spare motor was in a crate in my garden shed, and the shed had a leak, and the crate had the garden tools on it, plus some other crap forgotten by the gardener, and the result is I now have 500lbs of corroded Reynolds 390.. Needless to say I am more pissed off than a salvage yard mongrel that hasn't been fed in 2 weeks.
It was a mint 60k mile engine from a 5 speed that turned over very easily before it was inserted in said garden shed.. Granted, I should have moved it to my shop a long time ago, or hauled it out and tanked it in oil.. Anyway, I need to decide if I should rebuild it, or scrap it, and only time will tell.

 

Soooo, the good news is, that the fitting of the base plate of my SC system fits the width measurement mounting holes perfectly, but needs minor tweaks in overall width less than 2mm, but there is lots of corrosion, so it's understandable.
However, I will be casting the lower pieces and runners as one unit, so I am able to reduce the width by 2mm per side easily for additional clearance and good fit overall.

The parts I was really concerned with are the water bridge contours around cylinder #1, and this is fine, as well as cyl #5. Probably to accomodate all the minor production tolerances, if someone buys the setup, it may require some touches with a grinder. This can easily be done when port matching the intake gasket and heads to the base anyway.

Bad news is corrosion, good news is that I can still use it to test fit the parts.

 

Richard, that is some really nice work. Way above my pay grade, but it's easy to tell that you are in your element here.

Keep up the good work and keep posting!

 

Thanks for the kind words and encouragement. I'll post as promised, and keep making steps forward to finish and get the setup running soon.

Best Regards

 

Asking the customer to port mach the head and the gaket is disaster waiting to happen. Give people a chance to screw up and they will. Isn't the OE manofold's footprint good enough to make this work well without grinding the head ports and the gasket?

Most port maching doesn't work too well because the gasket and the intake manifold slightly shifts during installation so a perfect transition will need locator pins or else it will have a ridge.

 

Yeah, for port matching to really work you need to dowel pin the intake and use thing gasket or o-ring. And if you do that to a aluminum block V8, then you need to at least consider the different thermal expansion of the intake manifold and the block.

The stock 928 rubber gasket and fasteners are nice in the sense that they'll be really, really reliable even if the intake manifold doesn't always expand one-for-one with the long block. They aren't in any sense optimal for air flow for sure, but maybe this is one of those cases where the best is the worst enemy of good...