Good work Lag, but I suspect you have reached the point of diminishing returns. Nonetheless it is nice to see your car is still going strong...just don't go too crazy.

 

Thanks Drew. The only other mods are Porterfield R4-S brake pads all the way around, and they really haul the car down! I am as impressed with the brakes as I am with the horsepower, and I love slammin' them on at the end of a run.

That would be a cool idea capturing on video a burnout starting at 40 or 50 mph!

You bring up an interesting topic for sure, but I'm not so sure it's always a good idea.

Practically speaking, and I know I've said this before as well as Z, there IS such a thing as too much low end torque. As it is right now with my car, 1st and 2nd gear at full throttle is nothing more than molten rubber, literally. 3rd gear is when I can finally step into fairly quickly without worrying too much about the back end getting loose and swinging around, as long as it's completely dry, pointed straight, and not too cold outside.

So I cannot even imagine what it would be like having another 200ftlbs down low! Well, I guess that's what the Viper guys have to worry about now with their big 500/500 engines with the long, flat, torque curve.

For street racing, or any kind of racing, the centrifugal supercharger is the perfect match for a manual transmission 928 as it's power really starts coming on strong at 3500 RPM and continues that way until redline; it does NOT run out of breath on the top end, unlike the torquey strokers.

I am being serious when I say a torque curve like the one depicted would be fantastic if one had to tow boats, other heavy objects, or ripping up redwood tree stumps buried deep in the ground since those situations typically require low-speed take-offs where traction is not an issue, and low-end torque is mission critical.

Having any more torque down low than what I currently have would only melt the tires quicker allowing stock Honda Civics to beat me while my car is desperately trying to hookup.

Thanks N! That's pretty funny too!

By the way, I've always wanted to be a fighter pilot while growing up, but my eyes suck, so I've always appreciated the fact that you fly jets for a living; I wish, I wish, I wish that I could!

As always, safety for the other drivers comes first; no full power blasts if the road is not straight and level, and/or if another car is in sight.

Aw man, I'm still kicking myself for not informing the operator, but I was so distracted by all interest in the car leading up to the run. Probably next week I'm going to run it again; by that time I hope to have a better fuel curve.

For those who are unaccustomed to the ferocious acceleration, yes they do! Out of my peripheral vision I see them involuntarily grab the door and simultaneously attempt to hit their 'brake pedal'! It is lots of fun watching other's reactions.

I was going to mention this earlier but decided not to.

It is so true what he just stated though. Someone will come up along side of me and want to race, typically in a 35 mph zone where I REFUSE to race anyone. However, I'll double-clutch down to 2nd, floor it, the rear end breaks loose and tire-smoke is pouring out both sides. I'll let off and let the car catch up and typically they're waggin' their head from side to side with a big thumbs up.

Thanks John.

 

A2801, even though my engine is M28/22 - Thanks to the PO - I think a SC is probably the safest route for me.

I would rather not lower my compression so I cant say what type of forced air to run. Still doing my research. Maybe Quick Carl will chime in?.

Thanks

 

from what im reading a centrifugal type sc seems the easiest (and cheapest) forced induction install on a 928 so far. i might do this with my auto and see how it goes.. after it gets painted.. and i work some more and some more.. maybe take my girlfriend out to a movie.. and work some more..

 

Centrifugal sc is ideal on a high boost auto, I am told. Less issues coming off boost between shifts.

It would be nice having the thing shift itself so quickly with no lapse in power, so easily.

Problem for you might be finding a suitable sc arrangement on the S2... you may need to custom everything yourself.

 

Trust me- good eyesight is only a factor in A-10's [The only real warplane, as far as I'm concerned, and my personal choice~] and F-16's...

[And even then it is only a small advantage, despite what they say. I have more than perfect vision.]

Otherwise it is a 727 with advanced electronics.

-You need to realize that flying your SC 928 over Wisconsin is probably far more dangerous than flying an F-16 over Baghdad. Traffic is dangerous-

Its fun to think that "flying" takes place in a car. If you are truly safe, you do a "flow" like me while you back out of your driveway:

1. Push the Central Warning Indicator light. I have an ABS sensor out...it always goes on. Then I gab the shifter, the headlight switch, the climate control, then the shifter.

2. Then the parking brake. Since I'm out to hook up, this is typically released. At least I check it-

N!
'85 S2 5 Speed

 

Flaps..gear...Flaps....Identify...Verify...Feather

 

Hey Normy, you wouldn't happen to know any pilots in Wisconsin area, would you?

A friend of mine started in A-10's, love's f-16's (reserves) and is certified for almost every current Boeing passenger jet and loves the 727.

He's also a jump instructor. You two have a lot in common, just seams like a big coincidence.

Sorry for the OT, we now return you to your regularly scheduled topic: Burning rubber just south of the Great White North.

 

what could be so difficult in supercharging an s2? the sc bracket, tubing, intercooler all from an s4 setup like tim murphys would all go?

 

I think the supercharger brackets, installation, and plumbing on an s2, is just as simple as an s4. I think the issue is the fuel management, so it does not run lean...

All the brackets for the CIS s2 supercharger kit would fit any US s2.
It's the fuel management that is different.

 

The '86 Euro 4.7 liter has the same LH jetronic that mine has, just less valves. shouldn't be too much of a hassle to put a kit on one of those. Just different tuning, and he does live in the same country as John Speake.

 

So what you gents are saying is that .....

1. centrifugal S/C is the choice to make.
2. Quick Carls set up should bolt up to an S2.
3. LH Injection is compatible but an added fuel management sysytem is needed.
4. The High Compression is not a detouring factor.

Am I correct ......

lag, not trying to hijack your thread - sorry man.

 

So has anyone tried running their supercharger setup at a DE or track day ? Just wondering what the issues would be apart from keeping it on the track ...

What about operating temp etc ??

Chris

 

The supercharger bracket I have will bolt right on the S2 cars. I believe the pulleys all will work too, at least for the sc and the accessory pulleys should be easy to work with. Most of the other components would need to be unique to the specific MY car.
I have received quite a few inquiries for the older cars. Since the kits would be just about as involved as the S4 cars, I see the pricing to be about the same. How many would be willing to pony up that kind of cash for an extra 100rwhp?? I would still have to do an actual installation and testing but if there is enough genuine interest I would be more inclined to get something in the works sooner than later.

Tim

 

928motorsports

They have all the s2 parts.
Seems like 95% of the kit would fit on a US car.

The issue is with fuel management.
I think the CIS does a good job at matching air to fuel.
The US FI system may be more confused by the boost.
Obviously, if you ran an independent fuel management computer,
you'd probably be fine...

These guys run their setup on the track all the time,
for those that doubt the reliability...