Kleemann K2 in the making
09-08-2010, 04:33 AM
#29
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The are sampling the ecu with the supercharger, hopefully by friday earliest its shipped or by monday depends on what they can achieve.
Last edited by alroumi; 09-08-2010 at 06:46 AM.
09-08-2010, 06:51 PM
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How long does it take to install it usually, I think I will fly out and let these guys take their time with the install and come back 2weeks-1month later and pay for it.
09-09-2010, 12:17 AM
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Sickening it is, just let it arrive early or I am going to turn seriously sick. I hope the install time doenst take many days. When I finish I plan to have the SLR run for its money with much less and 550bhp with the camshafts in the near future.
09-10-2010, 12:57 AM
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Thank you,
Ecu might be shipped today ( still waiting for the email ) or latest by monday which takes 2-3 days to arrive to Kuwait (Hoping Customs dont take a lot of time as its a Islamic Holiday for 3 days "Eid Al Fitr" ).
Anyways Excited still and waiting for HRE's to arrive ( 4 more weeks )
Ecu might be shipped today ( still waiting for the email ) or latest by monday which takes 2-3 days to arrive to Kuwait (Hoping Customs dont take a lot of time as its a Islamic Holiday for 3 days "Eid Al Fitr" ).
Anyways Excited still and waiting for HRE's to arrive ( 4 more weeks )
GL with the project ...you will LOVE it
09-10-2010, 06:25 AM
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Ecu, Supercharger, Fuel injectors and thermostat leave Denmark on Monday cant wait. They took a while because they pre assembled the supercharger so I pick up time on the install. Sounds great, really looking forward to Wednesday/Thursday when it arrives.
09-12-2010, 06:37 PM
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C63 507 AMG DA Car #19
Subscribing
Subscribing..... I'm in the same boat as you, ordered my kleemann last week..... Motorwerks is doing the install here in houston.
Hard to sleep at night as the boost get's closer!!!!!!
Hard to sleep at night as the boost get's closer!!!!!!
09-12-2010, 07:55 PM
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2003 porsche 996 turbo
alroumi before you drop any coin on the quaiffe check out the wavetrac. myself and another 32 owner are having a unit built for the slk32 and i believe they already have a unit for the 55
09-12-2010, 09:59 PM
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The Supercharger will leave Denmark today, could the plane any faster and not stop in Paris, Dubai before heading here.
Are coilovers worth it, I have brabus lowering springs.
Last edited by alroumi; 09-12-2010 at 10:03 PM.
09-14-2010, 07:43 AM
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heres the link to wavetrac
http://wavetrac.net/technical.htm
http://wavetrac.net/technical.htm
09-14-2010, 08:14 AM
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heres the link to wavetrac
http://wavetrac.net/technical.htm
http://wavetrac.net/technical.htm
09-14-2010, 10:25 AM
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2003 porsche 996 turbo
Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.
Here’s how that loss of drive hurts you:
1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.
2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.
Why does this happen?
All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.
Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel - along the path of least resistance.
Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.
The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.
Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side - that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.
During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops - creating a reaction time in the driveline.
thats the company writeup. if you research quaiffe you will see the dealers are moving to the wavetrac and away from the quaiffe.
you seem to be installing the best products you can find for your car so im suggesting this.
talk to dana at autotech or devin at unitrax. both will help in any way they can
Here’s how that loss of drive hurts you:
1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.
2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.
Why does this happen?
All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.
Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel - along the path of least resistance.
Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.
The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.
Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side - that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.
During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops - creating a reaction time in the driveline.
thats the company writeup. if you research quaiffe you will see the dealers are moving to the wavetrac and away from the quaiffe.
you seem to be installing the best products you can find for your car so im suggesting this.
talk to dana at autotech or devin at unitrax. both will help in any way they can
Last edited by 320 dreamer; 09-14-2010 at 10:29 AM.
09-14-2010, 01:48 PM
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