--a sneak peak of my custom Full Intake--
04-27-2013, 01:02 AM
#51
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2005 E55, 2011 Honda Push Mower (21 inch deck bishes)
This totally reminds me I need to grab an Aeroforce Interceptor so I can log IAT's. I have the twin metal pipe with open filters as well.
04-27-2013, 12:23 PM
#54
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04-27-2013, 02:15 PM
#55
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2004 E55K AMG Wagon
Have a ton of data to go through but here's the initial findings and more importantly what was the fastest.
I could not test the 5 x 4 cone filters that were going to be positioned at the radiator behind the scoops, I had some oil leaking that seemed to be around the area of the supercharger clutch so called it a day.
I did a number of runs conditions were very cool and cloudy day with temperatures hovering around the 50f mark perfect for keeping IAT's down (you need to bear this in mind with the results).
Biggest problem was a headwind of 13mph!
Timing, IAT and speed were all at the end of the run at the moment I crossed the timing lights.
1st Run OEM intake, Ice in trunk tank, python tubes had been wrapped in DEI as well as the bottom of the filter case. Filters are BMC.
IAT started at 82.5f
IAT peak 149f
Timing -13
180 mph
2nd Run Needswings, Ice in trunk tank python tubes wrapped in DEI
IAT started at 75.2f
IAT Peak 140f
Timing -12c
178 mph
3rd Run Filters over headers NO Ice in trunk tank (forgot to put it in), 2 5 x 8 K&N filters over headers. Used the Silicon coupler and 90deg bends from Needswings Kit.
IAT started at 84f
IAT Peak 141.8f
Timing -13c
180 mph
4th Run Filters over headers, same as 3rd run but this time with Ice in the trunk tank
IAT started at 84f
IAT Peak 140f
Timing -13c
182 mph
Really wish I had an opportunity to test the smaller K&N's mounted behind the Rad directly at the intakes but need to get to the bottom of the oil sprayed across the front of the engine!
For those with a Needswings that are running out of air I added 2 x K&N RE-0910 and bolted them in place of the filter canisters. I left the python tubes in place but to face in the direction of the filters in the hope it would direct some air to the filters.
I could not test the 5 x 4 cone filters that were going to be positioned at the radiator behind the scoops, I had some oil leaking that seemed to be around the area of the supercharger clutch so called it a day.
I did a number of runs conditions were very cool and cloudy day with temperatures hovering around the 50f mark perfect for keeping IAT's down (you need to bear this in mind with the results).
Biggest problem was a headwind of 13mph!
Timing, IAT and speed were all at the end of the run at the moment I crossed the timing lights.
1st Run OEM intake, Ice in trunk tank, python tubes had been wrapped in DEI as well as the bottom of the filter case. Filters are BMC.
IAT started at 82.5f
IAT peak 149f
Timing -13
180 mph
2nd Run Needswings, Ice in trunk tank python tubes wrapped in DEI
IAT started at 75.2f
IAT Peak 140f
Timing -12c
178 mph
3rd Run Filters over headers NO Ice in trunk tank (forgot to put it in), 2 5 x 8 K&N filters over headers. Used the Silicon coupler and 90deg bends from Needswings Kit.
IAT started at 84f
IAT Peak 141.8f
Timing -13c
180 mph
4th Run Filters over headers, same as 3rd run but this time with Ice in the trunk tank
IAT started at 84f
IAT Peak 140f
Timing -13c
182 mph
Really wish I had an opportunity to test the smaller K&N's mounted behind the Rad directly at the intakes but need to get to the bottom of the oil sprayed across the front of the engine!
For those with a Needswings that are running out of air I added 2 x K&N RE-0910 and bolted them in place of the filter canisters. I left the python tubes in place but to face in the direction of the filters in the hope it would direct some air to the filters.
04-27-2013, 02:16 PM
#56
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04-27-2013, 02:46 PM
#57
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Thread Starter
cool siggg pic aight..............
Last edited by berti_00; 04-27-2013 at 02:48 PM.
04-27-2013, 02:47 PM
#58
MBWorld Fanatic!
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Have a ton of data to go through but here's the initial findings and more importantly what was the fastest.
I could not test the 5 x 4 cone filters that were going to be positioned at the radiator behind the scoops, I had some oil leaking that seemed to be around the area of the supercharger clutch so called it a day.
I did a number of runs conditions were very cool and cloudy day with temperatures hovering around the 50f mark perfect for keeping IAT's down (you need to bear this in mind with the results).
Biggest problem was a headwind of 13mph!
Timing, IAT and speed were all at the end of the run at the moment I crossed the timing lights.
1st Run OEM intake, Ice in trunk tank, python tubes had been wrapped in DEI as well as the bottom of the filter case. Filters are BMC.
IAT started at 82.5f
IAT peak 149f
Timing -13
180 mph
2nd Run Needswings, Ice in trunk tank python tubes wrapped in DEI
IAT started at 75.2f
IAT Peak 140f
Timing -12c
178 mph
3rd Run Filters over headers NO Ice in trunk tank (forgot to put it in), 2 5 x 8 K&N filters over headers. Used the Silicon coupler and 90deg bends from Needswings Kit.
IAT started at 84f
IAT Peak 141.8f
Timing -13c
180 mph
4th Run Filters over headers, same as 3rd run but this time with Ice in the trunk tank
IAT started at 84f
IAT Peak 140f
Timing -13c
182 mph
Really wish I had an opportunity to test the smaller K&N's mounted behind the Rad directly at the intakes but need to get to the bottom of the oil sprayed across the front of the engine!
For those with a Needswings that are running out of air I added 2 x K&N RE-0910 and bolted them in place of the filter canisters. I left the python tubes in place but to face in the direction of the filters in the hope it would direct some air to the filters.
I could not test the 5 x 4 cone filters that were going to be positioned at the radiator behind the scoops, I had some oil leaking that seemed to be around the area of the supercharger clutch so called it a day.
I did a number of runs conditions were very cool and cloudy day with temperatures hovering around the 50f mark perfect for keeping IAT's down (you need to bear this in mind with the results).
Biggest problem was a headwind of 13mph!
Timing, IAT and speed were all at the end of the run at the moment I crossed the timing lights.
1st Run OEM intake, Ice in trunk tank, python tubes had been wrapped in DEI as well as the bottom of the filter case. Filters are BMC.
IAT started at 82.5f
IAT peak 149f
Timing -13
180 mph
2nd Run Needswings, Ice in trunk tank python tubes wrapped in DEI
IAT started at 75.2f
IAT Peak 140f
Timing -12c
178 mph
3rd Run Filters over headers NO Ice in trunk tank (forgot to put it in), 2 5 x 8 K&N filters over headers. Used the Silicon coupler and 90deg bends from Needswings Kit.
IAT started at 84f
IAT Peak 141.8f
Timing -13c
180 mph
4th Run Filters over headers, same as 3rd run but this time with Ice in the trunk tank
IAT started at 84f
IAT Peak 140f
Timing -13c
182 mph
Really wish I had an opportunity to test the smaller K&N's mounted behind the Rad directly at the intakes but need to get to the bottom of the oil sprayed across the front of the engine!
For those with a Needswings that are running out of air I added 2 x K&N RE-0910 and bolted them in place of the filter canisters. I left the python tubes in place but to face in the direction of the filters in the hope it would direct some air to the filters.
04-27-2013, 03:02 PM
#60
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04-27-2013, 03:08 PM
#61
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2004 E55K AMG Wagon
The car drove very differently with the 3 types of intake I tested.
1. Needswings was very limited at high RPM (above 5K)
2. OEM was the smoothest through gear changes and power felt even through rev range
3. Open filters had a pause between each gear change and then bang burst of power
This event is about top speed, you have a 1/4 drag race, brake for a fast corner and then gun it down the runway strip to the timing lights.
Even on the 1/4 mile start they were all similar but open filters over the headers with ice was the lowest at 120f IAT and Needswings and OEM were both around 125f.
It will be interesting to measure again during the summer when the air temps are higher.
04-27-2013, 04:14 PM
#62
MBWorld Fanatic!
Thread Starter
One thing I did not mention was that I had a passenger on the Needswings run which could have impacted the final speed.
The car drove very differently with the 3 types of intake I tested.
1. Needswings was very limited at high RPM (above 5K)
2. OEM was the smoothest through gear changes and power felt even through rev range
3. Open filters had a pause between each gear change and then bang burst of power
This event is about top speed, you have a 1/4 drag race, brake for a fast corner and then gun it down the runway strip to the timing lights.
Even on the 1/4 mile start they were all similar but open filters over the headers with ice was the lowest at 120f IAT and Needswings and OEM were both around 125f.
It will be interesting to measure again during the summer when the air temps are higher.
The car drove very differently with the 3 types of intake I tested.
1. Needswings was very limited at high RPM (above 5K)
2. OEM was the smoothest through gear changes and power felt even through rev range
3. Open filters had a pause between each gear change and then bang burst of power
This event is about top speed, you have a 1/4 drag race, brake for a fast corner and then gun it down the runway strip to the timing lights.
Even on the 1/4 mile start they were all similar but open filters over the headers with ice was the lowest at 120f IAT and Needswings and OEM were both around 125f.
It will be interesting to measure again during the summer when the air temps are higher.
04-27-2013, 05:03 PM
#63
Super Member
Air does flow into the engine bay. No? Besides, the supercharger and intercooler are constantly waging their war on the air temps going into the engine. Kinda like the terminal velocity effect.....the IAT temps will maintain an average. Keeping the charged air cool is the trick. No?
04-27-2013, 08:19 PM
#64
MBWorld Fanatic!
Air does flow into the engine bay. No? Besides, the supercharger and intercooler are constantly waging their war on the air temps going into the engine. Kinda like the terminal velocity effect.....the IAT temps will maintain an average. Keeping the charged air cool is the trick. No?
04-27-2013, 08:27 PM
#65
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have you removed everything under the hood including the rain guard??? i can see alot of heat escaping that, one of the best things i did
04-27-2013, 08:49 PM
#66
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Rain guard is gone as well as the lower shields and the rubber weatherstrip under the hood and the rubber strip next to the windshield wipers. I can see the heat waves from a stand still coming out of the hood vent as well as at the base of the windshield and I can feel heat in front of the tire from not having the shields
04-29-2013, 01:31 PM
#67
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05 E55, 07 ML500
Just spoke with Rob at Needswings and he indicated that he has an answer to the flow problem.. He said he needs another week or so but will let me know the solution... Hope he has a good one.. Probably bigger canisters that accomodate larger filters...
04-29-2013, 03:47 PM
#68
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04-29-2013, 03:52 PM
#69
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05 E55, 07 ML500
Yep as stated these systems can only handle up to about 490/495 whp so by your sig I Definitely would wait.. I'm in the 550 whp range and was down 18 whp when the filters were pulled.. Pretty significant, that's why I'm all over this....
04-29-2013, 05:27 PM
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04-29-2013, 09:13 PM
#72
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e55 amg
the above photo is my intake!
ive had it on the car for a little over a year now, ive never got it on the rollers but i can say the butt dyno hasnt noticed any loss in power from the T... just a HUGE increase in noise and slight increase in throttle responce.
and the car still pulls like a freight train, no loss in power after gear changes or any noticable heat soak. and to be honest, the entire debate on the "T" collector doesnt bother me in the least bit. TONS of air gets to the blower regardless of the T.
air is being drawn to the blower at such a high rate of speed i dont think it cares what style of "inlet" you have.
of course this is all observation as ive done zero dyno pulls. VERY interested to see how it does on the rollers....my intrest in seeing power gains is quickly smashed when i get a mile of highway infront of me ha.
ive had it on the car for a little over a year now, ive never got it on the rollers but i can say the butt dyno hasnt noticed any loss in power from the T... just a HUGE increase in noise and slight increase in throttle responce.
and the car still pulls like a freight train, no loss in power after gear changes or any noticable heat soak. and to be honest, the entire debate on the "T" collector doesnt bother me in the least bit. TONS of air gets to the blower regardless of the T.
air is being drawn to the blower at such a high rate of speed i dont think it cares what style of "inlet" you have.
of course this is all observation as ive done zero dyno pulls. VERY interested to see how it does on the rollers....my intrest in seeing power gains is quickly smashed when i get a mile of highway infront of me ha.
04-30-2013, 11:53 PM
#75
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here are some pictures of my progress so far however the intake is missing both left and right side extendor pipes so thats were it ends for now until i get them sorted out.. in the mean time enjoy some of these pics :P
and the BEAST shot
and the BEAST shot
