hooleyboy

It really came out nice.. top notch machining.. IT took me 5 trips to the parts store to get belts that fit.

FrankW

interesting you're not gonna run dual airbox.

how did you tackle the electro magnetic clutch issue?

hooleyboy

The clutch has its own power supply so it its always on. There are some safety nets worked into the system too. IF the IC pump ever fails it will trip the supercharger clutch and shut off the boost. there is some nice wiring work done on my car to make this happen. Also we have an independent fuse that if by some reason it blows it will also shut down the SC.

Another cool thing is when i'm in the staging lanes at the track the independent intercooler system will continue to cool the supercharger down by flowing cold or cooler fluid i should say, though out the system.

AMGSC

I don't think you'll have problem hitting 450rwhp with your air intake, custom cooling and more boost. But be careful about running 8psi for too long as your piston heads will look like mine in about 1 year and your rings will start to fail like mine did. If you plan to do the pistons and valves next year then go for it at 8psi.

Dan Wang

The dual airbox isnt possible since the C55 uses a Air mass sensor where as the E55K uses a density meter.

In theory, I guess you could use a dual airbox like the stock E55k and cut the signal coming out of the air mass sensor in half.

My AMG S/C clutch is always "on" too.

cruzinquick

He's going to have to learn to drive that monster first. I'm sure it will be tricky at first. He better order another set of hoosiers because the ones I gave him won't last past saturday night.

hooleyboy

step ahead of ya

Thericker

I'm not certain about the latest Kleemann Positive D blower, but I'm pretty sure the older twinscrew the other member w/210 e55 has is @ 7psi..(Rough rule of thumb est is every psi = about 13 rwhp but then you have parasitic loss to add to the calculation) You'll def need that extra reservoir cooler the faster you spin the hotter they run..

Nonetheless I too have been disappointed @ dyno results too many times to count I could give you a # of other comparo's from friends C6 Corvette's, here's (1) w/6.0 liter LS2 running Maggie mp112 @ 8-psi w/228/232-595 Comp. cam/ 160 Therm/ KB BAP/Longtube headers/Xpipe/NO cats/NGK TR-6 plugs/Custom ecu/tcu/race gas Made 350rwhp before & barely cracked 455rwhp 460rwto..NOTE this is on a 6.0 Liter vs your 5.4 Liter

(Also Comp-Cam alone was worth EZ 25+rwhp)

(Main reason I sold my C6 vette & bought the SL600 TT, sick of chasing my tail trying to get advertised HP/TQ outt've PD blowers, & didn't want to drop $20k + on APS TT system on the C6 Vette)

I'd be shocked if you came in @ 450rwhp 450rwto, but I'm in your corner I sincerely hope you hit it I def think those #'s are doable w/True Longtubes X-pipe race cats/Cams/Meth-injection/lighter whls/race gas etc...

Thericker

Why would you say this? I found & old quote of yours when you were running 8si of boost plus ALL your S8 mods including the Kleemann blower, you ONLY MADE On a Dynojet No less

AMGMIZ

GL can't wait to see the dyno sheet.
About how much $$ is involved to do this project?

hooleyboy

10k+? a long with my soul. haven't totaled it all up yet. I'm afraid to.

Lets keep our fingers crossed today that rewelded oil filter housing and tuning goes well.

NitrogenBalance

Great job man Nice to see a project move along so well and so quickly.

AMGSC

Yeah but I was running on 6 cylinders long before it was converted from HPS to Kleemann. Hardly any compression out of those 2 due to bad piston rings.

Carl Lassiter

So it ran 444rwhp with two cylinders down, or was that post-fix?

AMGSC

The two pistons, valves etc..are being replaced with the other eight custom pistons and valves now. Looks like Hooley will be done before me.

hooleyboy

Long long day today, I was helping out with my car all day until about 8pm. we solved the oil leak so that was a good thing. We had to have it re-tig welded because the metal was so contaminated on the oil filter housing. We had a guy tig weld the housing who fabricates custom headers for an Indy car race team.

We put the car on the dyno and it seemed to only want to make 5psi of boost. Dont know whats up with that??? the A/F seemed to shoot strait up lean from 12 to like 15 (not good) and it did it every time. I was told it looked like taxed or over worked injectors. strange because i have E55 injectors.

There were no real dyno runs done today but i did see 410wtq with only 5psi of boost, again very very lean and that was at 3500rpm's

Should have all day tomorrow to dial the car in a trouble shoot the mega lean condition spike going on. We just might have to tune for the current boost level while i have another crank pulley machined.

spr

The lower than expected boost may be due to the ratio of the pulleys, e.g. crank diameter to sc diam.? Also is there any belt slippage? Is the clutch completely engaging?

I would check the fuel pressure and volume. Does the e55 run a beefier pump (volume) or have one inline and/or run at a higher line pressure at the rail? You could use an adjustable regulator at the return and vary that. Just don't do the hokey increased voltage to the stock pump deal to get more volume. It will fry it and you'll be buying new pumps over and over again.

Did you do a calcalation on the duty % of the injectors and pulsing etc? Did you buy them new?

hooleyboy

Are you saying maybe the "fuel line pressure damper" needs to be adjusted?

The A/F looked like a skateboard half pipe. It started out lean dropped to an ok'ish area and then spiked back up to lean.

After doing a bunch of math. this custom crank pulley should be running 25% less boost than a stock 55k crank pulley. the stock crank pulley on an 55k motor is 19 inches around and is six inches wide. My pulley is 14 and some change inches around and 4.5 inches wide... IKD?

Dan Wang

I had the exact issues with my clk55. Fuel needs will be your biggest issue.

I solved that problem partially by using a Kenny Bell Boost-a-pump and a BEGI or Vortech FMU. I was running extremely lean until I had those two installed.

My next project is to install a bigger fuel pump Bosch 0 580 254 044 Bosch Rating: 200 LPH at 72.5 PSI and 13.5 V. Also, I want to install the Split second PSC-001 to massage the MAF tables.

Your fuel injectors are fine the way they are. I'm not 100% sure what the duty cycle is on the stock injectors but they should have plenty of room left.

What did the shop do to clamp the MAF signal? Did they use resistors or a real voltage clamp like split second's voltage clamp set to 4.9V?

hooleyboy

We were looking at the MAFS and even swapped it out with a new Bosch one and still the A/F was spiking in the same area i'm not sure what they did for the MAFS voltage but they were very particular as to how it was set up. maybe a boost-a-pump is in order.

alumar

To bad you not near the midwest you could have it ready for the Dyno by the Chicago MB Dyno meet. I am headed up there (its either April 11th or 18th, not finalized yet...)

I will get some current numbers that do not have the inflated 18% included; the only dyno i have had the 18% figured in...

537 HP / 554 TQ = 440RWHP & 454RWTQ, but that was just after build built 36k miles ago

AMGSC

I have an extra brand new Kleemann Fuel Kit (Boost a Pump, Fuel Regulator, Voltage clamp, etc...) if the prices you're quoted get are too high...

spr

FYI, I cannot comment about MB Pumps but that Kenny Bell Boost a pump fried my pumps left and right on my KB blown Ford 5.7L about 10 years ago. Do what most people do (if you need to) use an inline pump. I used a vortec at the end of the day and it worked just fine when coupled with the adjustable FPR.

I would think if it was a lack of fuel pressure however, that it would be lean all the way through from off idle no? Sounds like tuning?

splinter

Now that you’ve got it together and running, the real fun begins – that of optimizing the combination.

Do verify your fuel pressure in the rail at WOT. Your E55 injectors flow more than enough to drown modified M113K engines at 6000 RPM and 14 pounds of boost. As spr posted, it’s possibly insufficient fuel supply or, more than likely, the ECU’s input/output tune parameters that are creating your dangerously lean condition. Kleemann’s load-dependent variable fuel pressure regulator and conversion hardware kit is pretty slick. You may want to take AMGSC up on his offer if you haven’t already sourced them.

Worry about more boost later.

Kleemann’s installation manual for reference -
http://www.vividracing.com/catalog/p...V8%20ver.2.pdf

spr

It's intersting to note that: 1. The stock c55 injectors are used. 2. An adjustable FPR is used, 3. No new fuel pump is added, and 4. Did you notice the fitment of a MAP sensor?

You may want to enlist similar measure. Also note that Kleemann doesn't require the ECU programming, but it does help.