*****TVT Design E55 Build Up*****
03-31-2009, 02:26 PM
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Chrysler Crossfire
*****TVT Design E55 Build Up*****
Saturday we took delivery of our customer Kevin's car. We strapped it to the dyno to see what it would put down. After a 109 Trap speed at the track, we suspected the IC pump. Sure enough it only put down 369/440(estimate).
So we have the following planned:
Those are the deffinates. We will most likely replace the entire exhaust before mufflers with 3" components.
We also need to replace a leaky valve cover and most likely port and polish the SC intake Runners (that go to the head). While we're there Phenolic Spacers might as well go in too.
Here are some preliminary pics of what came in thus far.
Kevin has the pics from the dyno.
So we have the following planned:
- CM30 IC Pump
- Kleeman Headers
- Magnaflow 3" 200 cel Race Cats
- Magnaflow 3" X-pipe
- ASP 80mm Pulley
- KN Filters
- TVT Design Intake Tubes
- NGK Plugs 3764
- Magnecor Wires
- Lower temp fan mod
- Modified T-stat
- LET Tune
Those are the deffinates. We will most likely replace the entire exhaust before mufflers with 3" components.
We also need to replace a leaky valve cover and most likely port and polish the SC intake Runners (that go to the head). While we're there Phenolic Spacers might as well go in too.
Here are some preliminary pics of what came in thus far.
Kevin has the pics from the dyno.
Last edited by TVT_DESIGN; 03-31-2009 at 05:14 PM.
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03-31-2009, 09:33 PM
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Here are a few pics. Two are from the track, and the other is on the dyno before the mods began. I had the car tinted all the way around and full windshield, as well as tinted the tails and third brake light.
03-31-2009, 11:54 PM
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Chrysler Crossfire
Due to the location of the intercooler I don't feel that it is absolutely necessary. I know of several high HP cars that are running stock HE and putting down very high numbers. I've installed a few HE in SRT6/C32/E55 and haven't seen any definite data that warrants it as a necessary. With a better flowing pump you will get the coolant running quicker and at a higher volume/hour. With the limited amount of time it spent in the intercooler I would imagine the coolant temps would have to be extremely low to have a significant impact on cooling the charge.
Anyone know the specific heat of the coolant? Plugging that number into a simple calculation would allow you to determine the temp needed for the coolant to pass through the intercooler to cause a significant change. If a stock HE with upgraded pump yields a 30 degree drop in IAT (just throwing numbers out) and an upgraded HE yields a 32 degree drop, then the extra expense isn't justified.
I know there are lots of people that run these systems along with split coolant systems and all sorts of crazy things in the trunk, but has it been proven to make a noticable difference? Or is it a mod that most feel SHOULD make a difference and therefore justify it? The additional coolant of the split systems is most likely the main culprit behind cooler temps, not necessarily the HE.
If there is some documented gains please show me as I am interested in seeing how substantial it is.
Last edited by TVT_DESIGN; 04-01-2009 at 12:14 AM.
04-01-2009, 12:25 AM
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Mercedes
Due to the location of the intercooler I don't feel that it is absolutely necessary. I know of several high HP cars that are running stock HE and putting down very high numbers. I've installed a few HE in SRT6/C32/E55 and haven't seen any definite data that warrants it as a necessary. With a better flowing pump you will get the coolant running quicker and at a higher volume/hour. With the limited amount of time it spent in the intercooler I would imagine the coolant temps would have to be extremely low to have a significant impact on cooling the charge.
Anyone know the specific heat of the coolant? Plugging that number into a simple calculation would allow you to determine the temp needed for the coolant to pass through the intercooler to cause a significant change. If a stock HE with upgraded pump yields a 30 degree drop in IAT (just throwing numbers out) and an upgraded HE yields a 32 degree drop, then the extra expense isn't justified.
I know there are lots of people that run these systems along with split coolant systems and all sorts of crazy things in the trunk, but has it been proven to make a noticable difference? Or is it a mod that most feel SHOULD make a difference and therefore justify it? The additional coolant of the split systems is most likely the main culprit behind cooler temps, not necessarily the HE.
If there is some documented gains please show me as I am interested in seeing how substantial it is.
Anyone know the specific heat of the coolant? Plugging that number into a simple calculation would allow you to determine the temp needed for the coolant to pass through the intercooler to cause a significant change. If a stock HE with upgraded pump yields a 30 degree drop in IAT (just throwing numbers out) and an upgraded HE yields a 32 degree drop, then the extra expense isn't justified.
I know there are lots of people that run these systems along with split coolant systems and all sorts of crazy things in the trunk, but has it been proven to make a noticable difference? Or is it a mod that most feel SHOULD make a difference and therefore justify it? The additional coolant of the split systems is most likely the main culprit behind cooler temps, not necessarily the HE.
If there is some documented gains please show me as I am interested in seeing how substantial it is.
04-01-2009, 12:36 AM
#13
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Several here have wisely invested in properly controlling IATs.
The ECU rightly reduces spark advance several degrees upon reaching specific temperature thresholds, to help mitigate the destructive affects of detonation. Melted pistons will take the wind out of any enthusiast’s sails. The phenomena has been well-documented via data logging, dynamometer testing, and myriad members’ track results.
LET, VRP, RENNtech, evosport, and other respected tuners have posted similar findings.
The ECU rightly reduces spark advance several degrees upon reaching specific temperature thresholds, to help mitigate the destructive affects of detonation. Melted pistons will take the wind out of any enthusiast’s sails. The phenomena has been well-documented via data logging, dynamometer testing, and myriad members’ track results.
LET, VRP, RENNtech, evosport, and other respected tuners have posted similar findings.
04-01-2009, 12:39 AM
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LS430
I dont have numbers documented accounting for the benefit of a larger HE, but with the 180mm pulley I'm running, and you are soon to be running, the supercharger will shut off without it. I tried running my old ASP pulley without a new HE and I had supercharger shutoff like crazy on hard highway runs. I think it is a mod that cannot be proven on the dyno, but on the road I noticed a large difference IMHO....
04-01-2009, 09:35 AM
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Chrysler Crossfire
Well said, thats why I posted 2x about putting it in. After reading up quite a bit and tying in the knowledge I have about cars in general, especially boosted ones. The heat exchanger allows much more consistent delivery of power and cooler temps due to a more consistent IAT, a dyno pull can't neccesarily justify this but multiple pulls out on a 110 degree day and you'll praise your HE. It might not show on the dyno but it will show in driveability as it will make a difference either keeping the SC going for long hard pulls and without it, the SC will shut off as many of you guys experienced prior to a HE with Johnson Pump upgrade.
Now who has them in stock?
04-10-2009, 05:40 PM
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Chrysler Crossfire
Well she's all back together and runs like a raped ape!!!
After numerous issues with the HE, it was left out of the build, but the car is still making ridiculous power.
The final list includes:
The car sounds awesome, idles perfectly smooth, and no CEL. When you get on it though its a whole new beast. I'll let Kevin go into more detail when he picks it up. For now here's a teaser pic.
After numerous issues with the HE, it was left out of the build, but the car is still making ridiculous power.
The final list includes:
- Kleemann Headers
- 3" Magnaflow 200 cell cats
- 3" X-pipe
- 3" Exhaust from headers to mufflers (big *** pipe)
- ASP 180mm Pulley
- Magnecor Wires
- NGK 3764 PLugs
- CM30 Pump
- LET tune (coming tomorrow)
- KN Air Filters
- TVT Design Intake Tubes
- -10 Fan Mod
- Modded T-stat
The car sounds awesome, idles perfectly smooth, and no CEL. When you get on it though its a whole new beast. I'll let Kevin go into more detail when he picks it up. For now here's a teaser pic.
