I did a search on this site to see if anybody else has talked about this and didn't come up with anything so here goes.

Check out this site:
http://www.electricsupercharger.com/

This one costs about $600.
http://www.electricsupercharger.com/...ramspecs.shtml

http://www.electricsupercharger.com/...eos/video3.mpg

I think it would fun to play with. Also, with a 25 HP increase I would think that the Engine management computer would not have to be reprogrammed. Thats comes out to about $24 per HP. Since our Throttle Body is at the back of the engine it might not even fit but when there is a will there is a way!

 

Check out this site:
http://www.electricsupercharger.com/


I hate to sound like Al Gore, but I invented this. Well not this particular one, but I had that idea 36 years ago when I used to do alot of drag racing.
Only my idea was to use a modified heater blower motor fan. I was told then by someone who taught auto mechanics that you could never attain enough "boost" from "any" electric motor to actually realize any performance gain. And if you could, it would put way too much drain on the electrical system.
Maybe the technology back then wasn't available like it is today.
I'm glad someone actually perfected it. Great find Wayne. I bet it could actually be used on our induction systems.

 

I also envisioned something like this a few years ago but using a starter motor and some kind of fan but I didn't know enough about fans to try an experiment. The fan in a transport tube at a bank drive-through window is a possibility??? I have seen one and looks like a small paxton.

I think we could put one of these e-ram fans in each of the air inlet tubes. It might just give us an edge.

Now if I can get someone else to waist their $600 before me and work out the bugs I'll feel a lot better!

 

I was on another forum and everyone came to the conclusion that there would be no way to generate enough boost using a stock electrical system. However the same guys came to the conclusion that "ram air" would never be useful either... IMO, my last car was blown and although it weighed a 400 lbs more than an XF, I wouldn't bother looking at any device that offered under 8 psi.

 

Wayne: what do you think ? workable, or just another waste of time and money ?

 

Beats me but its bound to help a little. Most manufactures exaggerate their performance specs but they do have quite a few testimonials to back up their claims.



If we could mount one fan in each of the plastic air inlet tubes between the radiator and the air cleaner AND if the plastic tubes can handle 1 psi AND if they are well sealed at the air filters it might help. We'll also have to find someplace to hook up the micro-switch. Ideally it would be at the throttle body (TB) but the drive by wire TB's usually don't have anyplace to connect it. However I haven't looked at mine. We may have to hook up a toggle switch inside the cockpit.

 

A Vortex supercharger kit installed properly on a 300 HP Corvette will add about 100 HP at the flywheel with about 6 psi boost. Thats about 16.6 HP/ 1 psi. This little fan isn't going to provide big boost but it might give a little 25 HP kick. I really don't know if it is worth it of not but I do think it would be fun to play with.

 

Ok someone has to spend the money and just try this and let us know. I just have to say I can't cus' I'm BROKE but yah for the guy who takes the plunge, DO IT...DO IT.

 

those have been the sentiments of this forum about everything for about 2 years now...

 

I did try the hypervoltage system even though nobody wants to dare use it and it does give my XFIREX some quick response that can pull me back in the seat!

 

From the E-Ram website:

"1. Why does the e-Ram only come on only at full throttle (W.O.T), and why WOULDN'T I want it on all the time, OR at least to come on at part throttle?

Answer: The word throttle means "Choke." Any time the throttle is partially open, it is "choking" the engine and creating a variable pressure drop (that's its job). You do not want to engage the e-Ram to generate pressure when the throttle body is restricting it. If it came on under part throttle, the choking action of the throttle would just remove any gains in pressure created by the e-RAM. Normally, If you want more HP when you are at part throttle, you just press further down on the gas pedal to open the throttle-body, and let more air into your engine. It is only when your throttle is wide-open, and your engine is taking all of the air it is capable of (equal to the total displacement of your engine - CC's or Cubic inches - minus the drop in air pressure created by inherent restrictions in your intake system) that you can realize any benefits from a pressure generating device like the e-RAM."

Anyone explain that statement vs. what is typically seen when you installed a free flowing filter ie K&N, and see a increase power gain thru out the RPM, ie at part throttle?

chung

 

Hum, I'm not sure about this one. I'm a EE with an analog background and also know a little about engine mapping and the ECM's, PCM's and OBDII engine management computers. I make performance chips for GM type computers as a hobby. All of the computers compensate for injector pulse width by monitoring the battery voltage but it is a very minor adjustment. The only thing that could be in this hyper voltage system box is some capacitors of varying size to try and trap some noise that might be on the line. The effect would be minor at best. By giving this a name like “hyper voltage system” for a capacitor makes me suspect. You might try putting a switch in line with it and flip it on and off during acceleration to see if you really feel any difference.

 

If it's not going to be running all the time, wouldn't your engine having to suck air through an un-moving fan be really restrictive through most of the RPM range?

 

If the TB was only 1/2 open and you turned the turbo fan the map (manifold air pressure) sensor would detect a low vacuum but the TPS (throttle positioning sensor) would contradict the MAP sensor and you probably wouldn't get the volume metric efficiency (air fuel ratio) that you would require at that position.



The K&N air filter will reduce air restriction only at high air volume such as near WOT thus not causing any contradiction in the look up tables. Engine management computers operate from lookup tables for instantaneous decision making. The tables are updated after the fact by the O2 sensors.



I’m sorry I may be getting a little bit in depth here but if any one is interested in engine mapping I would be happy talk about it. I make performance chips for GM cars as a hobby and have been doing it for years.

 

We need to talk Wayne... I have a proposition...

 

jpristel,... Waynes post about the Gen 6 (2006) Super E-Ram, paragraph 7, states:
"That it DOES NOT restrict your intake." That it has been Flowbench tested, and air flow is equal to a 3.1 inch diameter straight tube, when it isn't in operation. (for the record, the "stock" air inlet tube on a limited Crossfire is under 3 inches in diameter.)

 

I bow to old school EE master. I am about to wrap up my M.S. EE soon, hence springing for the new car.

does that mean to properly trick the system, you must measure the MAP, and provide (intelligently, not thru a freaking resistor) a suitable air pressure to maintain the air fuel ratio?

However, my original question about the partial throttle opening and increase air flow has more to do with the efficiency of the combustion process. If we were able to increase the air density slightly at 1/4 throttle how does that fair against 1/4 throttle naturally aspirated?

as long as you don't bust out some deep transistor theory about movements of electron over energy barriers, I think we are ok. I might have some question for you in the future, as I am thinking to develop something to monitor the various engine sensors. not thru the ODBII, but rather directly off the signal wires.

chung

 

Wait... then I have a proposition for you as well... LOL and you're in LA, so let's do lunch...

 

I would LOVE to see a different chip offered for this thing. When I talk to my German friends, they are in AWE that American chips are only getting 20 horse and torque. They are certain that there is more hp to be had...my best friends in Germany work for Bosch and Garrett (turbos) respectively and both have stated that the 3.2 is offered in various trims with different fuel maps and significantly different hp ratings...not sure what the difference is (maybe 4 bar FPR and 44cc injectors or something along those lines). Or maybe they are both full of crap...

~ Jess

 

what is it? and it better be about cars!

chh