They say it cannot be done - 1000bhp Supercharged VXR8
Discussion
007 VXR said:
R8VXF said:
So you would use a stock airbox would you? w
ker.
Mate, stop talking like this... 99.9% from most is banter, if you don't like it , ignore it and just responded to the post you like.. ker.k this st.Xpuffin said:
I probably got it wrong then but I'm sure last summer at a KFC day the owner of Regal Autosport took a look at a GTS ecu (I actually think it was Barneys) and said it was the same. I tend to agree about the redundancy.
I'll admit the tuning rather makes my eyes glaze over as I know I simply don't have the patience.
Wasn't mine. I'll admit the tuning rather makes my eyes glaze over as I know I simply don't have the patience.
LSA runs the E67 ECU.
So the build is still on, things are looking better by the day as I research more and run the numbers. Getting some good support from both the Australians and the Americans who both have a lot more experience with the V8s due to the domestic market status of these engines in those countries. The only sticking point at the moment is the throttle body. Basic calculations suggest the 102mm Tb will not run the 1500cfm needed and thus have found a mechanical Tb @ 109mm that will flow the required amount with leeway. I would just need to convert from dbw to mech, but haven't researched that yet.
Heads will more than likely be supplied by MAST, easily exceeding the 2000cfm needed from the heads. As you all keep pointing out, the pd blower is not found lacking in low end torque, so air velocity is less of an issue in this application.
The main thing to keep an eye on now is the air temps. As we all know, or should know, a colder air charge is a denser air charge and will run the same power with less boost pressure versus running more power with the same boost pressure. Roots blowers suffer from being just an air pump, relying on pressure being built in the manifold unlike screw blowers that compress in the turbine casing. This reduces the heat build up on the engine side of the blower coupled with the centrally placed, downward facing, exit port of the screw chamber onto a single large intercooler leads to a more efficient, colder charge. Add an interchiller and a larger intercooler reservoir and you will then see charge temps around the 10C mark during normal operation with the temps running up to the 40s on a power run where the AC is turned off.
Normally, without the interchiller, a bottom intercooler is a bit of a mixed blessing. On the negative side, it will rapidly heat soak with the intercooler unable to keep up the cooling which will badly affect performance and safe engine operation. On the positive side, the airflow path is a lot simpler and suffers less heating as a result of a lack of multiple 90 degree bends which all introduce heat due to Newtons conservation of energy laws. It will also suffer from less heat soaking of the rotor housing itself.
Once an interchiller is introduced into the equation, heat soaking becomes a non issue during normal operation due to using the ac refrigerant to scavenge any heat build up.
Further cooling of the charge can be added by using a water/meth setup which will also help with knock protection. This will not be relied on due to the consumable status of water/meth, but is a tool in the war chest none the less.
This build is going to be fun
Heads will more than likely be supplied by MAST, easily exceeding the 2000cfm needed from the heads. As you all keep pointing out, the pd blower is not found lacking in low end torque, so air velocity is less of an issue in this application.
The main thing to keep an eye on now is the air temps. As we all know, or should know, a colder air charge is a denser air charge and will run the same power with less boost pressure versus running more power with the same boost pressure. Roots blowers suffer from being just an air pump, relying on pressure being built in the manifold unlike screw blowers that compress in the turbine casing. This reduces the heat build up on the engine side of the blower coupled with the centrally placed, downward facing, exit port of the screw chamber onto a single large intercooler leads to a more efficient, colder charge. Add an interchiller and a larger intercooler reservoir and you will then see charge temps around the 10C mark during normal operation with the temps running up to the 40s on a power run where the AC is turned off.
Normally, without the interchiller, a bottom intercooler is a bit of a mixed blessing. On the negative side, it will rapidly heat soak with the intercooler unable to keep up the cooling which will badly affect performance and safe engine operation. On the positive side, the airflow path is a lot simpler and suffers less heating as a result of a lack of multiple 90 degree bends which all introduce heat due to Newtons conservation of energy laws. It will also suffer from less heat soaking of the rotor housing itself.
Once an interchiller is introduced into the equation, heat soaking becomes a non issue during normal operation due to using the ac refrigerant to scavenge any heat build up.
Further cooling of the charge can be added by using a water/meth setup which will also help with knock protection. This will not be relied on due to the consumable status of water/meth, but is a tool in the war chest none the less.
This build is going to be fun
S800VXR said:
How about adding CO2 cooling as well? A now departed fried of mine used to run about 300hp on Nos on a C5 RS6 and WON fitted spray jets to cool the intercooler, seemed to work well but the GBox did break a few times and is now a manual.
That would provide an overlap when the AC gets switched off I guess. Had another idea today, but needs a bit more research into feasibility. Something a little bit different for other situations 
ArnieVXR said:
I run a 102mm throttle body on a motor that makes way more than a 1000hp. True the air is already compressed by that point.
Yeah, that is the difference between pull through and push through throttle body applications. Unfortunately I am no fluid dynamist, so couldn't say whether a venturi effect helps flowrate or not. There was a good video by /Engineered on exhausts that talked about how some mufflers actually help speed the air up through the holes in the main pipe providing enough of an effect on the airflow near the pipe that the air further inside the pipe actually flowed faster. Or something to that effect.
Will go with the 102 for now, unless a 109 mech becomes available
JockySteer said:
Wrong/people get too uptight about others opinions. Do what you want to your car, just like we all do. You're quite sensitive when it comes to people with sarcy comments.. it's not worth the bother replying
Should I have also added the sarcasm tag to my post. Pot, meet kettle 
Edited by AngryMidget on Tuesday 23 February 17:26
Richie Slow said:
Ignore the hatey shyte Barny. And the echo chamber, that's just a hindrance. 
Just do it!
I think I may need to downgrade from angry to just grumpy now, head is in a much better condition this week Just do it!
It will get done, slowly but surely, though I do need to concentrate on getting a new job and finishing this course as well. Hopefully new job will free up a lot of time from commuting less, so more time to spend on life
Sarge 4x4 said:
Just wait till I get my NEW one...............................
1000+ BHP, no problem.
1000+ BHP, no problem.
I would just like to say that getting parts delivered from America sucks donkey balls. Still no trace of the Lingenfelter CAI. Probably stuck in the back of a customs warehouse somewhere.
No it won't fit with the whipple, that comes with it's own air pipe. But don't forget in the interim I will be boosting the stock charger. The standard air pipe has a habit of collapsing at higher than stock boost levels. It has also been shown that CAI vs Stock air box is conservatively worth 10-15hp at the wheels in independent testing on an otherwise stock engine.
Regards the intercooler, the whipple ic looks to be be a lot larger than both stock blower and the heartbeat. This coupled with the fact the whipple is more efficient and the usage of the chiller should help keep charge temps in check just fine.
Regards the intercooler, the whipple ic looks to be be a lot larger than both stock blower and the heartbeat. This coupled with the fact the whipple is more efficient and the usage of the chiller should help keep charge temps in check just fine.
TheAllSeeingPie said:
Killer chiller? They are great for recovery and intermittent WOT (e.g. Drag racing) but they get a bit leaky and knackered if you just hammer the car for a bit e.g. Spirited driving or track day.
ForcedInduction InterChiller. New chiller from Australia that appears to be a lot better built than anything else out there. But yeah, not so great for sustained usage on trackdays, but the intercooler on it's own will still be working. TBH, this is more of a drag build anyway. chuntington101 said:
Physics is physics. Any system that uses the AC system to help bring water temps down is going to be for drag racing and not extended load. The AC system simply dose not have the capacity to remove a sufficent amount of heat under continuous use. You are better off fitting as large low temp radiator as you can, or multiple.
Yup, a larger IC rad is in the plan as well.chuntington101 said:
The Whipple intercooler is pretty big. It's the same sized unit as used in the 4.0 kit as well. The issue is getting water flow through it from what I have heard (Kurtz urban has tested this in the US). Requires larger fittings to be installed.
Got any more info on this? Cursory search throws up no results, and the KU website is pretty poor...Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff