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This is my supercharger cooling system. I run a Stewart pump up front and 7/8” lines in the whole system,two front mount coolers that are Heat Dispersement coated by Swain coatings, the single pass mod to supercharger cooler with two inlet and two outlets, two rear 3 gallon tanks with pumps inside each one. The right tank is the return tank from the supercharger and that takes in all the hot water from the charger. That then gets pumped into the other tank on left side and cools everything down to ice water numbers and returns back to supercharger. I thought it made no sense to return hot water to one tank,try and cool it off and then send it back up front. Why not have a two tank system and cool that very hot water down before it gets to the second ice tank. So after a run the first tank is completely melted of ice and the second tank still has ice in it so it definitely works well for me. Tanks are all wrapped up and the ice will stay for an hour or so before lane calls with no melting.
On a side note it appears that even with the bigger throttle body and port work the supercharger just can not keep up with the engine in high rpms. I will lose 2lb's or less from say 4,500 to 6,500rpm where I run it. Of course lower rpm ,say 3,500 I can spike it to 16.5lbs but just starts dropping as rpm climbs. Only solution is remove the stock intercooler that I believe is the only cork in the system and go with top mounts...really don't want or go Weistec....Blaa....
This has been, along with endless belt slip, an ongoing problem for 3 years now with no solution for it that has been done. The new Dura belt was for sure an improvement but not a cure all.
In all seriousness, you should write a DIY book on "How To Modify Your E55 For Maximum Performance". It would be a Godsend for folks in the future. Take this thread and just write alongside photos of what you have done including results from dyno testing and 1/4 mile runs.
Thanks guys....means a lot !!
But I would have to say that most guys would look at this stuff and consider it a waist of time and not needed. There are plenty of 10 second cars out there with some mods and a hit of Nitrous and and they are fast, plus the engine had never been out, just like yours T !! These cars are a dying breed along with a dying breed of people into moding them. Almost every hard core guy on this forum are gone and moved on to something better and that really sucks for sure but it's fun none the less !!
Thanks guys....means a lot !!
But I would have to say that most guys would look at this stuff and consider it a waist of time and not needed. There are plenty of 10 second cars out there with some mods and a hit of Nitrous and and they are fast, plus the engine had never been out, just like yours T !! These cars are a dying breed along with a dying breed of people into moding them. Almost every hard core guy on this forum are gone and moved on to something better and that really sucks for sure but it's fun none the less !!
Everyone has their own thing they’re into. You race your car and you know what’s needed to make it happen. Plus you’re running it hard for a longer period of time compared to short bursts drag racing it.
If anyone has read my thread you know I didn’t mod my car and didn’t find out it was raced until later after I bought it and got it home. I won’t claim to take credit for the quick time or mods. I was actually surprised by how fast it was at that time. I had plans to race it again, bought wheels and tires from a member, found a spare engine and trans local just in case I hurt mine. After getting the car cleaned up, and repaired misc things, and with the somewhat low mileage on the car (60k) I didn’t want to mess up the car especially since more of them were being ragged out and totaled in crashes. I have a CLK55 that me and my son are building and swapping the 113k into.
Yeah all of the OG guys that were figuring out how to make these cars quick have moved on. But it’s great to see you and a few others continue to work on them. I enjoy seeing what you do. It keeps me motivated to continue on our project. And I may need to call you soon for some advice on our project.
So after dealing with belt slip for 3 years now I went out on a limb and tried something that I had on my stock tensioner a while back.
I have tried carbonate pulleys ,Grip tech pulley,custom 'belt wrap kit, VRP tensioner kit and even the 50 lb. Billet tensioner that was a disaster. It would literally smoke the belts from having the tension so tight ! So I came up with this that was a royal pain to get right but will keep tensioner from bouncing and will have a little more pressure. I will make some runs tomorrow and see how its does.
I believe that with the 3.06 gears,10 lb lighter torque converter and 90 gram lighter per piston assembly that the engine comes up so fast now that the belt just can’t hold it.. The factory intercooler doesn’t help either and is backing boost up and “stalling” the rotors in the blower so to speak.
If I am interpreting your belt routing correctly, you have your serpentine also running your supercharger. If you took the supercharger off the serpentine, you would reduce any slippage, but you would need to put the supercharger on it’s own belt connected directly to the crankshaft.
Okay, I see. I was wrong about the design of the engine, regarding the placement and routing of the serpentine belts. So, the slipping is isolated to the supercharger belt?
Well I Dynoed the car today and everything that I did with the intake side of the blower, porting and 92mm Hell cat throttle body along with a little better flowing heads did absolutely NOTHING. Same Dyno, almost same temps, and made almost the identical amount of power . IAT numbers where consistantly at 70 degrees and lso decided to leave the stock cats in place and not put on the cat less down pipes in just to keep the test like it was last time I dyno'd.
I would have done back to back throttle body swaps to see the difference between stock ,82 and 92mm but I was in no mood at this point. Boost was 15.5lb's and then dropped to 13.5lbs at the end of the run ,peak rpm. I believe the blower is just not keeping up and this test validates it for sure or I have no idea what I am doing LOL
I pulled the spark plugs to see where the timing and AFR was and adjusted everything right on the money. 99 lightning figured out that with race fuel calculations for the AFR put me much richer than was being read so I adjusted from there. EGT numbers where also spot on except for cylinder 7 was a little warmer but not to bad. May juggle injectors around and put the richer one in that cylinder if I decide not to burn the car to the ground at this point !!
I would like to thank 99lightning,Tim, for the Dyno time and all his help, as usual I couldn't have done it with out him.
When You Tube load the video I will post the last run on a little Nitrous shot as I just to make sure the tune was right on spray as well.
Well looks like it's true....I really don't know what I am doing.LOL Back when I first Dynoed the car I had a big tune in it that added 80hp and 90lbs in the mid range and 35hp up top and was amazing.
I had since backed the timing out to run nitrous at the track and that is how it stayed for a couple years until this Dyno session.
So yesterday I reinstalled the "big tune" and took it for a ride. I was astonished by how much power the engine made and had to be a 40-50hp increase on how it felt.
Explains why I had no increase in power I guess.......dumb on my part but thought nothing of it. A Nitrous tune is far different than a normal tune. Oh well live and learn !!
No I don't think so on the You tube channel. He and the Dyno are in PA and it was a 6 hour round trip so I don't think I'm doing it again any time soon but who knows.
His name is Tim and he goes buy 99lightning on this forum.
This Dyno is also at a higher elevation and I see 1lb less boost through out the power curve.
I do remember his name on here. Huh that shop dyno and staircase looks really familiar. Is there a name of the shop?
Yeah 6 hour ride would be tough to do again. Seems like 1lb of boost would matter that much. But what do I know I’m a collision guy lol.
It's actually an asphalt paving company, not an automotive shop. They just bought a Dyno because they wanted one since they where into cars I guess LOL
Yea 6 hours is a lot but an easy drive, but I am finally getting to a point in my life where I have to ask "where doe's it stop" and doe's it really matter if I go back and pick up 40-50 horsepower and finally hit 800 on the spray which was my goal ?
Because next year I will be chasing even more power to go even faster and all this with a very difficult platform for sure. Better off with an LS turbo set up in something else. Plus stuff is getting REAL expensive quickly as the time go on.
I would like to do a Buick Grand National,1987, I had three of them way back. Do a Big Block Chevy,twin turbo and around 1,200-1,500 hp.
big tires ,full suspension and set up for roll and top end. Would run a 4l80 e transmission. Love the big block stuff. Here is one of my past engines in my street car. I really loved my nitrous !! Lol Three stages 100 + 150 + 200 for a total hit of 450. Had 2 bottles in the car and 4 more in stock for a constant rotation on the weekends. Spun that engine to 8,500 rpm with aluminum rods and light weight crank and broke valve train parts like I was changing under ware but was very easy to work on !!
Good times back then for sure.......
Ah that’s nice to have their own dyno. When you’re into cars there is no stopping. lol. 800HP wow. And what will be the next platform?
Well I calmed down a little so will have to start thinking about the next step for the car. Thinking top mounts to gain back lost boost but that will really muck up the engine bay.
Hmmmm....
I would like to do a Buick Grand National,1987, I had three of them way back. Do a Big Block Chevy,twin turbo and around 1,200-1,500 hp.
big tires ,full suspension and set up for roll and top end. Would run a 4l80 e transmission. Love the big block stuff. Here is one of my past engines in my street car. I really loved my nitrous !! Lol Three stages 100 + 150 + 200 for a total hit of 450. Had 2 bottles in the car and 4 more in stock for a constant rotation on the weekends. Spun that engine to 8,500 rpm with aluminum rods and light weight crank and broke valve train parts like I was changing under ware but was very easy to work on !!
Good times back then for sure.......
Love the big block. That was a nasty set up!
Im not sure if I posted this before but I have an S10 with a BB 454. Although nothing like what you had. Mostly stock so I could drive it on the street.
Originally Posted by SICAMG
Well I calmed down a little so will have to start thinking about the next step for the car. Thinking top mounts to gain back lost boost but that will really muck up the engine bay.
Hmmmm....
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