New E55 Supercharger power pulley/clutch!
11-13-2011, 03:42 PM
#51
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2004 E55,1969 300SEL6.3,2011 ML350 BlueTec Diesel,2005 ML400 CDI
168-170mm on power pulley 1 boost and 175mm- ish range on power 2 pulley size.
Bramage, no plans for a ECU clutch cheater but if you figure it out, I am subscribed!
I will have pictures up soon. The special coating will help cut down on belt slip and help with heat. (I have friends at NASA).
Bramage, no plans for a ECU clutch cheater but if you figure it out, I am subscribed!
I will have pictures up soon. The special coating will help cut down on belt slip and help with heat. (I have friends at NASA).
11-13-2011, 05:34 PM
#53
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B- Is this the same pulley being marketed by EC? I assume so, I know you guys are tight. Either way, the R&D you do and share is more awesome than I can say. I will pick one of these up for sure!! THANKS!!!
11-13-2011, 05:53 PM
#54
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I remember the code 3 C32 pulley (do not know much about C32`s)and I think others have made that kit but not an E55 pulley. If there was an E55 S/C pulley, then I could have just bought one, VS doing all this work and out lay of cash.
The e55 S/C pulley is a lot different than the c32. Larger clutch plate, larger springs, larger bearings ngs, larger od pulley (90mm). Others that worked on this , said they could not take much material off to make it work. so, started from scratch on this one and used the S/C pulley off my extra motor to re-design.
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E63 Biturbo, UPD Cold Air induction kit, UPD performance crank pulley and UPD adjustable rear suspension with ride height adjustment.
CL55 UPD Cold Air Boost kit, UPD 3000 stall converter, UPD 77mm SC clutched pulley and beltwrap kit, Custom long tubes, UPD crank pulley , UPD suspension kit, UPD SC pulley, Aux. HE, Trunk tank w/rule 2000 pump, Mezeire pump, UPD 5pc idler set, Aluminum rotor hats.
www.ultimatepd.com
instagram @ultimate_pd
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E63 Biturbo, UPD Cold Air induction kit, UPD performance crank pulley and UPD adjustable rear suspension with ride height adjustment.
CL55 UPD Cold Air Boost kit, UPD 3000 stall converter, UPD 77mm SC clutched pulley and beltwrap kit, Custom long tubes, UPD crank pulley , UPD suspension kit, UPD SC pulley, Aux. HE, Trunk tank w/rule 2000 pump, Mezeire pump, UPD 5pc idler set, Aluminum rotor hats.
www.ultimatepd.com
instagram @ultimate_pd
facebook.com/ultimatepd
11-13-2011, 06:10 PM
#55
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11-13-2011, 07:36 PM
#57
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Im a thread hog.. sue me. Not you Hadi!!
That would be equivalent to 186mm - 188mm but would spin up faster than a 190mm since the weight diff,,,
yea, you want it Craig. (Oh your poor wife!!)
That would be equivalent to 186mm - 188mm but would spin up faster than a 190mm since the weight diff,,,
yea, you want it Craig. (Oh your poor wife!!)
11-13-2011, 07:57 PM
#58
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Thread Starter
Let me complete the finite analysis and then I can decide the exact mm. Just wanted to give you a range.
Bramage is correct, you will have the same boost as 186-190 but the motor will rev way quicker to max rpm. Waaaaaaaay quicker.
__________________
E63 Biturbo, UPD Cold Air induction kit, UPD performance crank pulley and UPD adjustable rear suspension with ride height adjustment.
CL55 UPD Cold Air Boost kit, UPD 3000 stall converter, UPD 77mm SC clutched pulley and beltwrap kit, Custom long tubes, UPD crank pulley , UPD suspension kit, UPD SC pulley, Aux. HE, Trunk tank w/rule 2000 pump, Mezeire pump, UPD 5pc idler set, Aluminum rotor hats.
www.ultimatepd.com
instagram @ultimate_pd
facebook.com/ultimatepd
E63 Biturbo, UPD Cold Air induction kit, UPD performance crank pulley and UPD adjustable rear suspension with ride height adjustment.
CL55 UPD Cold Air Boost kit, UPD 3000 stall converter, UPD 77mm SC clutched pulley and beltwrap kit, Custom long tubes, UPD crank pulley , UPD suspension kit, UPD SC pulley, Aux. HE, Trunk tank w/rule 2000 pump, Mezeire pump, UPD 5pc idler set, Aluminum rotor hats.
www.ultimatepd.com
instagram @ultimate_pd
facebook.com/ultimatepd
11-14-2011, 09:50 AM
#60
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2017 991.2 Turbo PDK 2017 C63S Coupe Ceramic Brakes 2015 CLS63S AMG Full House
You get the pulley, high speed bearings and plate assembly.
BTW, I use Finite Element Analysis to maximize weight reduction and maintain strenght. This is the crucial engineering tool to make this pulley work on the E55 after all these years. Can you image how fast your blower/engine will rev up with a couple pounds less weight to spin at 15000 rpm deal with. One pound off would be like spinning 15000 less lbs a minute at WOT .
BTW, I use Finite Element Analysis to maximize weight reduction and maintain strenght. This is the crucial engineering tool to make this pulley work on the E55 after all these years. Can you image how fast your blower/engine will rev up with a couple pounds less weight to spin at 15000 rpm deal with. One pound off would be like spinning 15000 less lbs a minute at WOT .
11-14-2011, 11:49 AM
#62
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e55,cayenne turbo, supra, sti
11-14-2011, 11:51 AM
#63
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11-16-2011, 09:35 AM
#64
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Does anyone have the specs on the stock E55 pulley sizes?
I'm curious to know what the original diameters are for each of the pulleys. From the post above, it sounds like the S/C pulley is 90mm (stock). What is the stock crank pulley diameter? It seems strange that I've never come across it, but I only recall seeing threads that talk about the upgrades sizes (168, 172, 178, 180, 185, 190, etc). I don't recall ever seeing a post that says what the original factory pulley diameter is.
All this talk of changing pulleys is confusing enough when there is only one variable (lower crank pulley).... if/when there is a product that will allow the S/C pulley to also be swapped out, the number of combinations and end-results will be a lot harder to keep track of. I'd like to build an Excel spreadsheet that would plot the stock setup first, with the corresponding RPMs of each pulley though the rev range, then add in the various crank and S/C pulley options to show how they affect the supercharger RPMs vs. engine RPM. It seems like the key to all of it is getting the boost as quickly as possible in the rev range with the pulley combination that creates the smallest amount of parasitic drag on the motor.
I don't know if a more efficient pulley combination would also help alleviate the massive amounts of heat soak that normally occur, but obviously that would be a major benefit as well.
This whole topic is really interesting to me, and I'd like to play with some numbers to study the interrelationships between all of these pulleys.
-G
I'm curious to know what the original diameters are for each of the pulleys. From the post above, it sounds like the S/C pulley is 90mm (stock). What is the stock crank pulley diameter? It seems strange that I've never come across it, but I only recall seeing threads that talk about the upgrades sizes (168, 172, 178, 180, 185, 190, etc). I don't recall ever seeing a post that says what the original factory pulley diameter is.
All this talk of changing pulleys is confusing enough when there is only one variable (lower crank pulley).... if/when there is a product that will allow the S/C pulley to also be swapped out, the number of combinations and end-results will be a lot harder to keep track of. I'd like to build an Excel spreadsheet that would plot the stock setup first, with the corresponding RPMs of each pulley though the rev range, then add in the various crank and S/C pulley options to show how they affect the supercharger RPMs vs. engine RPM. It seems like the key to all of it is getting the boost as quickly as possible in the rev range with the pulley combination that creates the smallest amount of parasitic drag on the motor.
I don't know if a more efficient pulley combination would also help alleviate the massive amounts of heat soak that normally occur, but obviously that would be a major benefit as well.
This whole topic is really interesting to me, and I'd like to play with some numbers to study the interrelationships between all of these pulleys.
-G
11-16-2011, 10:32 AM
#66
MBWorld Fanatic!
Does anyone have the specs on the stock E55 pulley sizes?
I'm curious to know what the original diameters are for each of the pulleys. From the post above, it sounds like the S/C pulley is 90mm (stock). What is the stock crank pulley diameter? It seems strange that I've never come across it, but I only recall seeing threads that talk about the upgrades sizes (168, 172, 178, 180, 185, 190, etc). I don't recall ever seeing a post that says what the original factory pulley diameter is.
All this talk of changing pulleys is confusing enough when there is only one variable (lower crank pulley).... if/when there is a product that will allow the S/C pulley to also be swapped out, the number of combinations and end-results will be a lot harder to keep track of. I'd like to build an Excel spreadsheet that would plot the stock setup first, with the corresponding RPMs of each pulley though the rev range, then add in the various crank and S/C pulley options to show how they affect the supercharger RPMs vs. engine RPM. It seems like the key to all of it is getting the boost as quickly as possible in the rev range with the pulley combination that creates the smallest amount of parasitic drag on the motor.
I don't know if a more efficient pulley combination would also help alleviate the massive amounts of heat soak that normally occur, but obviously that would be a major benefit as well.
This whole topic is really interesting to me, and I'd like to play with some numbers to study the interrelationships between all of these pulleys.
-G
I'm curious to know what the original diameters are for each of the pulleys. From the post above, it sounds like the S/C pulley is 90mm (stock). What is the stock crank pulley diameter? It seems strange that I've never come across it, but I only recall seeing threads that talk about the upgrades sizes (168, 172, 178, 180, 185, 190, etc). I don't recall ever seeing a post that says what the original factory pulley diameter is.
All this talk of changing pulleys is confusing enough when there is only one variable (lower crank pulley).... if/when there is a product that will allow the S/C pulley to also be swapped out, the number of combinations and end-results will be a lot harder to keep track of. I'd like to build an Excel spreadsheet that would plot the stock setup first, with the corresponding RPMs of each pulley though the rev range, then add in the various crank and S/C pulley options to show how they affect the supercharger RPMs vs. engine RPM. It seems like the key to all of it is getting the boost as quickly as possible in the rev range with the pulley combination that creates the smallest amount of parasitic drag on the motor.
I don't know if a more efficient pulley combination would also help alleviate the massive amounts of heat soak that normally occur, but obviously that would be a major benefit as well.
This whole topic is really interesting to me, and I'd like to play with some numbers to study the interrelationships between all of these pulleys.
-G
11-16-2011, 11:07 AM
#67
MBWorld Fanatic!
just a heads up on boost bleeding.its part in the ecu and the other part is in the esp ecu and not even kleemann has cracked that yet.
Here is a tid bit from me asking cory if I can delete the traction control system all together.
Hey Angelo-
That's right where it should be- stochiometric is always what the car will shoot for in closed loop- there's no way around that. Once you go wide-open, it will go into open loop at 3200 RPM, at which point it starts running on it's fuel map, which, judging from your dyno, looks perfect.
The only way to truly verify it's doing that is to put a boost gauge on it, otherwise, it's just a guess. Boost pressure is a mechanical ratio between drive and driven pulleys- the file you have in your car already has altered bypass valve mapping which won't let it open to control peak boost pressure. If the bypass is indeed opening when you loose traction, I'm afraid there's no way to stop that from happening, as that function will be controlled by the ESP control unit- something our programmers have had zero luck trying to 'crack' (I don't think any tuner other than AMG knows how to alter ESP programming).
I'd honestly leave well enough alone and just be happy with the car- it's making awesome power for what you've done to it and I don't see any cause for alarm regarding lambda ratio's or power. I recently had a K4 E55 make 517 on my dyno, and the AFR curve looked nearly identical to yours. I also just got done with putting a supercharger on an older CLK55- that car's AFR curve also looked nearly identical.
:-)
Here is a tid bit from me asking cory if I can delete the traction control system all together.
Hey Angelo-
That's right where it should be- stochiometric is always what the car will shoot for in closed loop- there's no way around that. Once you go wide-open, it will go into open loop at 3200 RPM, at which point it starts running on it's fuel map, which, judging from your dyno, looks perfect.
The only way to truly verify it's doing that is to put a boost gauge on it, otherwise, it's just a guess. Boost pressure is a mechanical ratio between drive and driven pulleys- the file you have in your car already has altered bypass valve mapping which won't let it open to control peak boost pressure. If the bypass is indeed opening when you loose traction, I'm afraid there's no way to stop that from happening, as that function will be controlled by the ESP control unit- something our programmers have had zero luck trying to 'crack' (I don't think any tuner other than AMG knows how to alter ESP programming).
I'd honestly leave well enough alone and just be happy with the car- it's making awesome power for what you've done to it and I don't see any cause for alarm regarding lambda ratio's or power. I recently had a K4 E55 make 517 on my dyno, and the AFR curve looked nearly identical to yours. I also just got done with putting a supercharger on an older CLK55- that car's AFR curve also looked nearly identical.
:-)
11-16-2011, 11:32 AM
#69
MBWorld Fanatic!
We turned off the boost bleeding in the tune but when my car looses traction it still bleeds boost from the esp ecu and that is what kleemann is trying to crack to delete the whole traction control system.
even if you hit the traction button on the dash the car will still bleed boost if it thinks you are going to spin out.When I have traction in hot weather the car is a blast but now that its cold out up here Im blinking the traction button even with it pressed on the dash.
Last edited by skratch77; 11-16-2011 at 11:35 AM.
11-16-2011, 11:58 AM
#72
MBWorld Fanatic!
I have to use dyno mode to just do a burn out at the track.03 cars and early 04s have a tame esp ecu and will let you smoke up the tires until the melt off the car.
try doing a burn out in my car and it just spin for a second and then bog bog wtf pedal to the floor bog lol.
I hate it and wish I could just turn the whole system off
try doing a burn out in my car and it just spin for a second and then bog bog wtf pedal to the floor bog lol.
I hate it and wish I could just turn the whole system off
11-16-2011, 01:23 PM
#74
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2003 W211 E55, 2003 W220 S600
I have to use dyno mode to just do a burn out at the track.03 cars and early 04s have a tame esp ecu and will let you smoke up the tires until the melt off the car.
try doing a burn out in my car and it just spin for a second and then bog bog wtf pedal to the floor bog lol.
I hate it and wish I could just turn the whole system off
try doing a burn out in my car and it just spin for a second and then bog bog wtf pedal to the floor bog lol.
I hate it and wish I could just turn the whole system off
11-16-2011, 01:34 PM
#75
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