RaFFi ///AMG

Maybe it's the hot air intake that's causing the increase in IATs.

RedBullJnky

MindBend

That is DEEP. I hadn't considered that.

Although I don't think the temps are THAT out of line, I have not done any long-hard pulls. I also think that getting the air filter further up to the front of the car and from on top of the headers is prudent: a little here, a little there all will have a cumulative effect on the measured temps. Soon I will be measuring the temps BEFORE the TB, to have some logged data of value.

Roverron

What pump are you using in your system? and how is it wired on switch, ignition power or stock wiring.

moosejaw

Why is the Weistec intake only on one side and why is it so short
The E63 setup has two intakes
FOrgive im not up to speed on their products?

MindBend

Using JohnsonCM30 pump. It is wired with stock wiring and comes on shortly after throttle actuation. It continues to run the entire time thereafter, even for a few seconds after shutting off car. (verified). It gets good flow, and absolutely has had the air bleed adequately. I am considering trying an 010 after I have have temp logging on the cold side of the IC to correlate any benefit to the change.

Moose, there seems to be no specific value (from what I can tell) in having two intakes since the air is brought into a single TB and S/C inlet. I'm not an engineering expert able to analyze flow-dynamics, etc. but I know cars that make more power that still use singe intakes. The Weistec is also a twin-screw, which is more efficient than stock, which I suppose would also contribute to the design and intake selection.

However, I think the air-filter sitting right on top of the exhaust manifold is not good--it's like they were too tired by the time that got to this point in the design. However, there's a lot of options to resolve this, all requiring some custom design work.

Oh, and moose jaw--thanks for the animation in your signature. It's a reminder that there are some things even more fun than our cars. (like playing the piano!)

Hotsoss

Mindbend:
Congratulations on taking the plunge and purchasing the Weistec Unit. Like many members stated before me, I am eagerly awaiting the end results and your verified dyno numbers. Speaking of which, did you bother to do a baseline dyno on the car so that you would know the delta? Also, is there a way to integrate the air conditioner compressor into the cooling system to lower IATs. I remember a tuner mentioning this to me a while back, but I figure I bring it up while you’re at the trouble shooting stage. Good Luck and love the overall design of the CLS55!

PACougar

Having your IAT's hit the 150's on a short pull means a long freeway pull is going to put you way up there, that is definitely not normal. Guys are overdriving the crap out of there stock blowers and turning them into a heat pump and not hitting those kind of IAT's. This is something I would be pretty concerned about, I can't wait to see how your continued testing and logging goes.

Hulk

^^^^ +1

MindBend

Cougar, where are you measuring IAT's and getting less than 150 on long runs? Seems difficult to believe that measuring after the I/C is producing lower temps on the stock blower unless meth, ice tank, or chiller is being used. I've heard reports of 200+. (not saying any of it is good, just curious).

PACougar

I've been logging my car for almost the last two years both before and after I had a killer chiller and or meth, both from the factory IAT sensor and a additional sensor in the back of the driver side surge tank. Dave and I have also logged some other 55's as well. Even in some pretty good heat with just a upgraded HE and new pump I would only see 150's at the end of a long pull and that's with the pitifully inadequate factory intercooler. The only guys I know of that have seen 200's had completely dead IC pumps.

MindBend

I will have some more data this weekend. I was hitting around 135 last time I logged, but not on a long blast. Standby...

Worth the wait

It seems to me that the Wiestec set up may have a heat issue.

I not know the specifics of temps and what not, but observing Gadgets car at MIR lends credibility to my statement.

What does Wiestec have to say.
I honestly think water injection (and a real intake) should be standard with this set up.

Hulk

Ya the whole point of the Weistec is the more efficient blower and intercooler, if you are getting 150* iats at the end of runs, then there might be something wrong

hyperion667

good grief! looking nice, nice set-up, always nice to get back in an AMG

SavMan

I did a run from 0-180mph running 84mm SC Pulley with 176mm Crank Pulley, ambient temp was a very cool 50f and the highest IAT I had on the day was 149f with stock intake.
I also ran 0-183mph on the same day with 2 large K&N's sitting over the headers and only hit 140f IAT.

GeorgeSmooth

The air believe it or not moves in the engine bay when the car is moving. Assuming the intake area is hot when the car stands is quite incorrect. Someone should put a thermometer around the engine bay and they will note that there isn't much temperature change in relation to filter placement. The heat from the headers will move back so in theory you do not want the filter closer to the heated air that comes off the radiator.

Forrest Gump 9

I would look into those bends on the ic coolant hoses, and may be hot wire the pump to stay on with the key.

BlownV8

LOL, yes, that's why every Mercedes gets it's air from the engine bay. There is a pervasive myth that cold air intakes actually produce HP. Not sure there are any current factory cars that gets the air from the engine bay.

Dude, seriously, you really believe that there is enough cool air to push the hot air out of the engine bay where it is close to ambiant. Not a chance! Every 10 degrees in intake temp reduces your power by 1%. By sucking in hot air from the engine bay, not only are you reducing your power, you are reducing the efficiency of your intercooler. The hotter air going in the hotter air going out. The intercooler can only do so much.

PACougar

I'm sorry, but what you're saying simply isn't correct. Our engine compartments are extremely well sealed and they act like ovens. Sure air does move through them, just not enough to solve the problem. No one is suggesting moving the intake closer to the radiators hot side, rather piping the air from the grill area bypassing the radiator. How many factory vehicles do you know of that place a open air filter in the engine compartment?

lowprofile

^This. I didn't want to voice it, but I had the same suspicions after seeing the big drop off in mph from back to back runs.
Sir boost a lot posted a nice picture of the i/c core in his thread. The water channels look pretty big which makes me wonder if it is a true water/air core, and not an air/air core. From that one pic, I honestly can not tell one way or the other.
Borrowed from Macht schnell thread:
http://i90.photobucket.com/albums/k2...98adf7a6b1.jpg

PACougar

Honestly I think it's simply the size of the core. It's quite small and that seems as simple as it gets. I think they would have used a taller core buy because of space limitations they couldn't keep lifting the SC higher in the engine bay and have the setup work across all of the 55K platforms.

Sir-Boost-a-Lot

iTrader: (1)

We have a winner!

PACougar

The good news the E class has enough space to race the SC up a bit more and put a larger IC under that Weistec. I'm guessing you already know that

Turbine

This might be your problem can you swap the straight fittings out for 90's?