chawkins2001

Starting to make good power, up to 514rwhp at 12lbs on 93 pump. That's 10rwhp shy of my summer e85 numbers at 16lbs on my old setup.

We have run into our next snag, the car is dropping off in power fast at 6000rpms. The tranny stays in the gear we did the run in, and cuts out.

black06c230

Good job so far, I know you guys will get this latest snag taken care of soon.

chawkins2001

Update is the car will not make power passed 5500rpms. It pulls good on the dyno and the street, but as it hits 5500 rpms, the power and tq plummet, badly. We have been working with a couple other tuners as well, and have come to the conclusion it is not in the tune.

I can honestly say, without this forum, I would not be this far in the build process. I have had a lot of help from others vendors. Jerry from Eurocharged has been a huge help. Although they are a online competitor, I will always give props when due.

Craig from staff@world motorsports on here, took time out his day and emailed me what he thought my fueling issue is. The email must have taken him at least 30-45 minutes to create. He wanted nothing in return, what a standup guy.



Last I have been talking to Steve @ Weistec. Super smart guy, and always there to answer my calls and trying to figure this thing out.

Paul Sullivan has also been a HUGE help. I don't care what anyone says, but Paul has helped me a ton, and not once said anything negative about his aborted build at IPS.

With all this wealth of information, I have come to the following conclusion, I need a different intake manifold as the NA version on my car does not work. It is not designed for forced induction.I say that because that cls55 TT that Jerry tuned and run a strong 10.96 on 93 at 4400lbs has a very similar setup to mine. Only difference is he has a custom intake and reused the stock intercooler. Well the tune used on my car, on Paul's car, and on the CLS TT is VERY VERY similar. Tony and Jerry verified that for me. We all know the CLS is done and was successful, Paul and I are having identical problems. I believe Elliott has the same NA intake, and I suspect he is going to run into the exact same problem. That intake causes way to much turbulence for forced induction, it simply cannot work.

In conclusion, and new intake has to be made, this issue is not in the tune.

Joncl

Chawkins sorry it hasn't worked out for you but I'm sure you will work hard for a new intake, I commend you for showing every step of the way what was happening. You and bip are honest guys. Good luck!

chawkins2001

Thanks brotha, it is not easy, very costly, but will be worth it in the end.

berti_00

thx for the updates Craig hope it all gets sorted out soon bro. So will it work if you guys used the same intake setup as the CLS did from powerhouse?

chawkins2001

That's the route I am going, it is tried and proven.

shardul

iTrader: (1)

while you are at it try to but a bigger IC brick since you will have some room to play with

whipplem104

How are you dealing with the intake resonance flaps? Are they in short or long runner? You might try switch the position to see if it has any effect.

E55Greasemonkey

Did you open up the intake manifold and remove all the flaps? I could see those getting forced close or other problems under boost.

whipplem104

I do not think you would want to remove them. You would end up with two intake runner lengths at the same time. I am pretty sure that would cause some weird air flow.

novae500

Stand up guy/shop to make the updated post to the board and give credit where it is due. I saw Paul yesterday at his shop and was telling me that you ran into the similar issues as he did.

chawkins2001

Where are the flaps, I am not familiar with this at all?

RedBullJnky

Inside.

We modified the intake 2 months ago, so we don't have that problem.

shardul

iTrader: (1)

rockthemullet

The M113 uses a variable intake runner design to add area under the power curve, much like subarus/svt focus/B-headed modular Fords/several v6 chrysler/MB cars. You can see them very well here (post 2, picture 6):
https://mbworld.org/forums/s-class-w...d-r-r-diy.html

Subaru guys often delete them as they're electronically controlled and sometimes fail

rockthemullet

Oh nice! Might be an easier solution that you guys thought

Beat me

chawkins2001

you guys rock, I will pull the intake off and check mine.

E55Greasemonkey

Sorry I wasn’t clear; I was thinking more along the lines of removing the flaps, or fixing the others in place depending on which runners you'd want,or just grinding and gutting the. inside to make it an open plenum. Don't know anything about Turbo builds and what works best.

TTE55

You can definitely remove the flaps, the upper or both sets of runners inside. It is worth a shot to see if the car improves on the dyno. It would be the cheapest fix. The reason we decided against removing them was that once they were removed you basically have no runner, which can affect the torque. The second reason was that the air didn't have a straight path without the runners in. And lastly because with the large open void of having no runners you can actually create turbulence as the turbos are pushing air in. Obviously I dont have the "proven" numbers yet. But after some flow testing of the NA intake manifold thats why I decided to go with a different intake. Hope to see your car running strong soon Craig!

groove66

I would stick the flaps in the short runner position versus the long runner position. Also run a one check valve to the flap acutuators so they don't see boost

RedBullJnky

Have Jason text me Monday.

2319

Craig,

Which port are you using on the wastegate? This is why you are only seeing 12 lbs.

turbo97se

I am not familiar with the Mercedes setup, but if the flaps are vacuum activated, if it is possible to switch the runners by adding check valve, vacuum can, solenoid and RPM switch, you would see better performance across the board. Long runners help low end 0-to ~4000 RPM (which helps area under the curve during acceleration), short runners help the top end. Since we are automatics we'd stay in the upper band more often.

If you are only concerned with peak horsepower, use only the short runners.

How are they currently setup? Is vacuum applied at all? Try applying constant vacuum during a pull before pulling IM.

chawkins2001

Will do brotha