Increased Air intake to the Supercharger
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Joined: Apr 2007
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From: Italy
cls 55 or FIAT Coupe T20v-6speed
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Joined: May 2004
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W221 S65 AMG
I had FunKtion Auto try this and they said there was no room, the removed the plastic bottom pan piece and search for space and decided it was a no go.
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Joined: May 2004
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W221 S65 AMG
Its even worse on the CLK. Not only is the grille blocked off on both sides, the hood closes directly in front of both inlets! 
What was MB thinking? 
If someone local doesn't mind losing their high beams and having holes in their headlights I can try to make them the same setup as mine. Get before/after dynos and 1/4 numbers. If you guys just want dyno numbers I can probably get that done pretty soon. One pull with stock inlet location (hood closed) and one with headlight intakes
What was MB thinking? If someone local doesn't mind losing their high beams and having holes in their headlights I can try to make them the same setup as mine. Get before/after dynos and 1/4 numbers. If you guys just want dyno numbers I can probably get that done pretty soon. One pull with stock inlet location (hood closed) and one with headlight intakes
Out Of Control!!
Joined: Feb 2003
Posts: 13,489
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haters crazy
MD only has an inspection once, when you buy the car... thats it
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Joined: May 2008
Posts: 80
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From: Calgary, Alberta, Canada
2004 E55 AMG
I have much experience when it comes to intake air volume and pressure. I have built a number of vehicles (N/A and F/I) and testing (utilizing dynometer and differential pressure gauges). Normally aspirated vehicles benefit significantly from "ram-air" style intake systems, where as supercharged vehicles come a close second. Turbo charged vehicles have minimal gains due to the non-linearity of the drive source and output (they just spool faster when intake pressure in order to maintain output pressure), where as a supercharger's RPM is linear to that of the engine RPM (obviously). This is why superchargers are often used in aircraft, as the intake pressure change is very dramatic relative to altitude and the use of a turbo would result in over-spooling at high altitudes and blowing up (without proper management systems).
Point being: A supercharged engine is very similar to that of N/A engine, where its output is greatly influenced by intake pressure, opposed to that of a turbocharged motor. A supercharged engine just multiplies what is available, so it is important to give it a good foundation to build on.
Anyway, I think I should dig up these gauges and see what's really going on... When I find some time, I'll post.
Last edited by tylersphile; May 4, 2009 at 08:28 AM.
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CLS55 AMG 030
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Joined: Jun 2004
Posts: 1,880
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From: Seattle
05 E55
Hi guys,
I have much experience when it comes to intake air volume and pressure. I have built a number of vehicles (N/A and F/I) and testing (utilizing dynometer and differential pressure gauges). Normally aspirated vehicles benefit significantly from "ram-air" style intake systems, where as supercharged vehicles come a close second. Turbo charged vehicles have minimal gains due to the non-linearity of the drive source and output (they just spool faster when intake pressure in order to maintain output pressure), where as a supercharger's RPM is linear to that of the engine RPM (obviously). This is why superchargers are often used in aircraft, as the intake pressure change is very dramatic relative to altitude and the use of a turbo would result in over-spooling at high altitudes and blowing up (without proper management systems).
Point being: A supercharged engine is very similar to that of N/A engine, where its output is greatly influenced by intake pressure, opposed to that of a turbocharged motor. A supercharged engine just multiplies what is available, so it is important to give it a good foundation to build on.
As for the pressure system at the grill, I have performed this experiment on a similar vehicle, measuring pressure in-front and behind at speed. Not the same vehicle, but the concept remains the same. The results very much surprised me, where we found a significantly higher pressure OUTSIDE the front grill than behind it. This would EASILY lead me to believe the claim of at least 1/10 of a second in the quarter mile.
Anyway, I think I should dig up these gauges and see what's really going on... When I find some time, I'll post.
I have much experience when it comes to intake air volume and pressure. I have built a number of vehicles (N/A and F/I) and testing (utilizing dynometer and differential pressure gauges). Normally aspirated vehicles benefit significantly from "ram-air" style intake systems, where as supercharged vehicles come a close second. Turbo charged vehicles have minimal gains due to the non-linearity of the drive source and output (they just spool faster when intake pressure in order to maintain output pressure), where as a supercharger's RPM is linear to that of the engine RPM (obviously). This is why superchargers are often used in aircraft, as the intake pressure change is very dramatic relative to altitude and the use of a turbo would result in over-spooling at high altitudes and blowing up (without proper management systems).
Point being: A supercharged engine is very similar to that of N/A engine, where its output is greatly influenced by intake pressure, opposed to that of a turbocharged motor. A supercharged engine just multiplies what is available, so it is important to give it a good foundation to build on.
As for the pressure system at the grill, I have performed this experiment on a similar vehicle, measuring pressure in-front and behind at speed. Not the same vehicle, but the concept remains the same. The results very much surprised me, where we found a significantly higher pressure OUTSIDE the front grill than behind it. This would EASILY lead me to believe the claim of at least 1/10 of a second in the quarter mile.
Anyway, I think I should dig up these gauges and see what's really going on... When I find some time, I'll post.
If this is true, you're gonna see a lot of E55's wth mesh grills running around!
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