Here are the specifics:

http://www.hopesystemsinc.com/intercooler/IC_Main.asp

 

Hey, we have been talking about this since over a year ago. All good things come to those who wait.

 

One thing at a time. A nicely dressed up picture will be coming soon. I just need to find the time to do something which doesn't add any power and is rearely seen. As such, isn't high on the priority list.

 

Steve, i'm sure you've answered this, but how much HP would the 5AT make to the wheels with the whole intercooler package including E-Manage and 8 PSI ??

Thanks, i can't wait to see the finished product !!

 

my guess ~ 350whp

 

Whoa... I didn't know about the N2O option Steve - don't you think the instantaneous cylinder pressure spike (considering it is boosted to begin with) might be disastrous on the factory short block? If you make it a staged N2O system, it might work - this will be something to see!! Cool!

 

320 - 330 WHP is what I am expecting, hopefully closer or above 330 WHP. That is also with about 280 WTQ.

We'll see soon enough though...

 

That is why I am looking at incorporating the E-Manage into this.

I want to examine the various systems out there and see how I can control a nitrous system to bring it on slowly and then maintain a jetting rate.

With the current manifold, using DP nozzles is perfect and will provide an excellent system capable of serious power. But as you mentioned, it is the shock I am worried about. A ramp up of one to two seconds should provide enough transition period to dull the shock and allow for a 75 - 100 HP shot to be run.

We'll see though but I do plan on having an extra block laying around. Something maybe a bit stronger.

 

Nitrous has a progressive system... something like Jacob's Mastermind from the old days. Not sure if E-Manage can do that - it works by pulsing the solenoid.

 

Remember, I made 355 WHP through the stock exhaust pipes. The 369 WHP was with the cut-out open. I also have an enlarged TB along with a PnP lower manifold. Although those two items don't amount to much on their own, they may be worth 5 - 10 WHP together.

If so, then the 5AT output may be closer to 320 with the stock exhaust; 330 with a cat-back system

 

If I can't directly control the solenoids then I can control a progressive system. That is what I'll be researching to see which avenue is possible and more cost effective.

But the hope is to directly control the solenoids with the two additional injector outputs. I would use the ability of the roots blower to provide a linear boost increase with throttle position. With that I will add duty cycle to the additional injector outputs up to about 75% of maximum boost. This would bring it on slowly or rather with the application of throttle. It would be up to me to control the application rate.

This way it wouldn't be inactive in 1st gear on a controlled launch. It could be controlled in 2nd as well, then opened up in 3rd. This is just an idea but one which may work. It also provides the cut off ability at redline so as not to be active if I hit the rev limiter.

 

Yikes

 

Looks like someone wants to beat Ronnie! LOL

 

Looks like someone wants to beat a C32 LOL

 

Speaking about a cut-out open, there is an interesting item for sale that allows to open exhaust with push of a button then close when you need it .

Also is CLS stock throttle body inner diameter 66mm?

 

He's running 341 to the wheels This would make it close

 

Can't wait to see it fully installed in your car and the dyno results.

 

was that @ 8 psi?

 

link

 

that cut out is sweet.

 

Electric Cut-out

Drive w/ Cut-out Open

 

I beleive I measured 67mm. Mine is ported to about 69 - 70; forgot the actual amount.

 

About 7.5 - 8.0 with the cut-out closed. With it opened boost dropped about 1 PSI.

 

well 320 whp sounds good.


i'll still have something for them w/ 100 shot jetting.

 

I'd like to be seeing that very soon!!!!

 

^ what's the update on your car?

 

I'm still waiting on the I/C. The tranny seems to be holding up well. I have the Payntech pulley
w.8.5-9 lbs but without the I/C no serious #s yet. I have hit 7-8lbs(cautiously and fearfully) and at that level several misfires. So no more hard runs(or trailer pulling) until the I/C installed. But I do believe that there is "HOPE" for my car.

 

Can't wait to see some track times Jorge once you get the IC up and running.

That 13.68 will be a thing of the past.

 

How much better will the time be, we'll just have to wait and see??

 

First Guess:

13.3 @ 105

 

 

!! steve, that sounds awesome!

lol @ camera falling over.

 

That would be sweet for a 4 door sedan. And if its going to happen only the I/C can make it happen fro me.

 

Here are the pictures of the new upper manifold. This is a complete unit less the fittings I need to add. This incorporates the changes I manually made to mine to get it to fit but this time it was done on a CNC.

I will be test fitting them on my car this weekend just to be sure. I will also be packaging everything and going back over the literally over one hundred part to be included just to make sure everything is there for the planned shipment of the first two systems early next week.

If you notice, there is a slight difference in hose connections on the IC core. The are reversed where one is at the base and one at the top. I had a change of mind for the flow direction just when the first one was made. But this isn't really a problem as it can be either direction and is also dependant on the type and location of the reservoir.

I also went to studs and acorn nuts for the cover plate to help to dress it up a bit more. The owners can certainly grind the edges and welds down some if they wish to polish it., or maybe powder coat the unit.

 

 

i would just like to say... SCALBERT FOR PRESIDENT

 

 

Nice!!

Is that cup with the yellow handles part of the cooling system?

 

It's the secret sauce!

 

Arg! Stop teasing me Steve! just kidding, it looks awesome . Time to get a dyno before I do the install.