Id say there's a good chance those blower internals got hotter than the sun during a road race with a stock cooling system. Then the components expanded and collided with each other like a 60,000 RPM blender with a few silver dollars tossed in it.

Whatever happened, Best of luck with the Weistec! I'm right on the fence about pulling the trigger on one, gonna decide this weekend.

 

Who took a Sharpie to that rotor? Wonder if its been rebuilt. That doesn't sniff of German OEM.

 

Strange either something got sucked in due to running no filters
or that is not OEM, as the blades are made of 2 different materials (different colors) and yours look the same?

 

the rotors are 2 different colors you can clearly see the Teflon wear off on the right hand side.
I have seen a bunch of oem sc rotors that have hand written marking on the lobes

 

Yep, mine have numbers written by sharpie on them as well. Bearing failure can cause this kind of damage as one rotor can come into contact with the other and at high rpms it'll destroy it.

 

Call me ignorant.....but why are the guys that are going to this new blower switching out for a stock crank pulley? Is it the heat produced that is it the issue? Also why is Weistec not logging IAT with their dyno tuning?

I for sure thought that they would want their perspective buyers to have all the info they can. I am looking at buying a new blower in the next year or so, I know it's a long time to wiat, but funds are a little slow for this guy. I know in a year or so a lot more info will be available to the consumer, but it would be nice to know up from the maunfacturer rather than getting it from the consumer. Don't get me wrong, the information producded from the end user will be valuable and useful. Just wanting to hear what Weistec has to say about this.

By the way, way to go Weistec for coming through on a HUGE accomplishment for the community. Thanks again.

 

.......as I understand it, the Weistec s/c is a high boost application. If combined with a large crank pulley, one is likely to either max out the capacity of the map sensor and/or be risk damaging stock piston rings. A lot of people with already modified cars with large crank pulleys were thinking that all they had to do was add the Weistec s/c and make 800rwhp . It's clear now that is not the case. Weistec has pretty much said as much. There statement is thT the weistec s/c is likely to help buyers reliably achieve close to 600whp. Now those with built engines can always push the boost envelop higher, but map sensor limits will likely limit this. The stage 2 Weistec making 574whp was already running Round 16lbs of boost.


Ted

 

Can you explain what that means and what would happen to the car if it map sesnor capacity was maxed out at WOT?

 

I believe he would be referring to running out of fuel for a stock MAP. If this were the case, why can't Weistec or another tuning company tune for this for seen application. I mean, guys are tuning for E85 on the factory ECU with help for the guys at BIP. Chawkins as been running the E85 setup for a while now.

What I'm looking for is not the DD.....I drive my car on the weekends really. I never go to the drag strip, and I do the occasional 40-1XX run. I understand the concept of over doing the stock system. But why can they tune for this?

 

I'm already running 14.7 peak PSI and leveling off at about 13.5 under WOT. I would have thought a "high Boost" application would be over 20 PSI.

 

our OEM map sensor is 2.5bar which = 21.75psi

highly doubt it is going to get maxed out

 

........the Weistec s/c is a high boost application compared to stock s/c. Secondly our map sensor is probably maxed out at around 16-17psi. So the stage two Weistec is running very close to map sensor maximum. For comparison, thise running 195mm pulley are around 15psi. Thirdly, 20 psi on stock engine internals is probably just asking for trouble. So there are many reasons besides cooling, that prevents one from just running as much boost as they please.


Ted

 

no, our map sensor is 2.5bar... not even close to maxed out at 16-17... where are you coming up with these numbers?

 

I haven't quite figured it out yet but I think Ted is absolutely anti Weistec supercharger upgrade lol

His cars must really haul the mail with what he has done making same/more power than what they are advertising with this upgrade.

 

......yes and no. If you plot the voltage, the map sensor stops reading at around 4.9 volts which is around 16-17 psi. Yes it has a 2.5bar capacity. It the electronics do not read it that high.

Ted

 

...Lol! I actually like the way Weistec took their time, tested the s/c with in a stock car and gradually added mods on order to figure out objective information including boost levels and expected whp gains for potential buyers to know. I think that was very helpful. I like Weistec as a company. No hyperbole. No fake numbers etc. Now it is others that keep speculating and coming with figures that Weistec themselves have not claimed. Weistec says their s/c for the m113k engine is designed to reliably make close to 600whp on stock engine. But speculators do not want to take yes for answer


Ted

 

It is a shame that the limits of the bottom end aren't truely known and it is all speculation. That mainly goes off of past failures of pistons with the stock supercharger which were probably caused from mostly lack of fueling (stock injectors and/or to much heat, i.e. detonation).

I think most people realize there is a limit with the stock bottom end (that isn't quite known) but most are excited for potential in a best case scenario (built engine) and that is what all the big numbers talk is about. If it was known how hard you could run a larger blower like this (how much boost and timing) it would make things a lot easier to put up bigger numbers, but I don't think to many are wanting to push on that limit to much not knowing exactly what it is and with that said that is why you don't see a tremendous gain over what "most" make with a full bolt ons extra large pulley car.

I am sure with due time that Weistec will have a built engine in a car somewhere with someone ready to run a race gas map and something like 25psi of boost and that is when everyone will be blown away.

 

There are plenty of people that have logged boost on our stock map over 17psi in over boost situations so it in fact does read over 17

 

Gentlemen, it is a bit confusing on how this works, and how we are trying to keep things as consistent as possible with pulley combinations.

When purchasing our supercharger system there are a few questions that are asked. What type of exhaust system, and what throttle body size will you be running. These are the two hardware configurations that make a dramatic difference in calibration versions, and boost pressures.

These hardware differences also tell us what upper pulley you will be running. As an example, a car with long tube headers and an 82mm throttle body will run a 56mm upper pulley to go along with the stock crank pulley.

Issues with running larger crank pulleys
A 68mm upper pulley is about the largest pulley you can run with our system because of simple hood clearance. We are making many different upper pulley sizes to go along with differing crank pulleys, but a stock E55 with our supercharger system cannot run a larger crank pulley simply because our largest upper pulley is being used in conjunction with the stock lower.

Another example (I know... Too many examples lol) The maximum allowable boost pressure on a stock E55 with a 74mm throttle body is about 14psi. Exceeding this can possibly damage parts. To obtain 13-14psi you have to run a 65mm upper pulley on a stock crank pulley. That leaves you with about 1-2mm hood clearance. If you have a 180mm crank pulley you would need an upper pulley of about 72mm. This would hit have clearance issues.

Cars with exhaust can get away with a larger crank pulley because the maximum allowable boost pressure is about 17psi. We would just equalize the boost with a larger upper pulley to make 17psi on the larger crank pulley.

Intake Air Temperatures
Intake air temperatures have large variances from the environment and hardware. It is difficult to have an apples to apples comparison. Our supercharger system has much more consistency throughout the gears, and on average runs cooler than the stock unit.

On an 83-85 degree F day, with a stock CLS55 and our supercharger system (running the stock 74mm throttle body which makes a big difference in cooling) a 30-140mph run saw about 130-140 degree F intake air temperatures by the end of the run. This was also with the engine coolant system tied together. Similar runs with the stock supercharger system showed about 180-190 degree F temperatures.

Map Sensor Issues
There is nothing people should be worried about here. We are sure customers with built engines and transmissions will prove us right soon.

We hope this helps. Thanks guys!

Weistec Engineering

 

This is what I'm waiting for as well. I want my hair to be blown back!!!!!

 

Hey gadget, weren't you getting the ecu today, we all want to know,lol

 

My UPS guy called me early this morning and told me it was not on his truck. A few hours later Weistec called and said they screwed up and did not send it, but will get it out today.

My UPS guy will call me in the morning to let me know if it is on his truck or not.

I will be keeping my fingers crossed.

G

 

Hehehe let's get it done,lol

 

If weistec sends me the blower ill test it out for them on a built engine

 

If they send it to me I will test it on an unbuilt engine lol