This is an experiment, but I'm hoping all goes well. I'll let you know how it works out after I tune.

Any site administrators reading this that could tell me why my "upload from URL" fails every time? Anyways, here's the URL that I couldn't attach, you'll have to look at it seperately.

http://www.rasoul.com/friendsfamily/...r/DSC03324.JPG

Specs:
192mm crank, 97mm water pump. 116.25" 7 band belt (took me FOREVER to find one that fits! Special ordered it from NAPA, not a regular stock item, nothing even close to fitting comes in 8 band). Pulley made from stock E320 (6 band) pulley, that weighs considerably less than the 8 band stock AMG pulley. Then used an aluminum ring around the shaved stock pulley. The aluminum is really lightweight, and total weight of the pulley was less than 9 pounds, which is over a pound heavier than stock, BUT is half a pound LIGHTER than the smaller ASP pulley! You'll notice the outer ring of the aluminum is extended to allow for 7 or 8 band belt clearance. Everything spins completely smooth, no wobbling, and I calculated a 24-25% overdrive on the supercharger pulley.

 

now that's what I like to see, homemade performance parts!!!

 

Nice work! Let us know how it turns out.

 

Heh, well in that case, you should see my headers.

Drivers side is done, passenger side is still in progress, hopefully finished tonight but definitely by tomorrow. I'm willing to bet these are the only long tube headers on any M112 engine.

After ceramic coating: http://www.rasoul.com/friendsfamily/.../DSC03319s.JPG

After heat wrapping: http://www.rasoul.com/friendsfamily/...r/DSC03321.JPG

Passenger side still in progress:
http://www.rasoul.com/friendsfamily/...r/DSC03325.JPG

The story behind the multiple flanges on the drivers side... basically I was told that long tube headers are impossible on this car because of the steering column on the drivers side gets in the way. Yes, that person was correct... kinda. The steering column box IS in the way, and there is no possible way to get 3 pipes past that area, BUT I had the idea of going DOWN instead of to the side, that way we can bypass the steering column room problem. And to make it where we don't have to disassemble everything the header is around just to put it in, I had the idea of multiple flanges and multiple pieces so it fits together from the bottom after the other parts are installed. It worked out quite nicely, and now the passenger side is coming along much easier and will be one piece. I took the cats off and had the O2 sensors mounted right next to each other on the collectors... will keep you updated with how the ECU reacts/complains about lack of cats.

 

Nice DIY work on the headers!

Are they cold-rolled steel? I assume the powder coat will keep them clean, just thought I'd ask.

I can weld regular cold rolled/mild steel all day - but I've never attempted stainless.

SQ

 

Well welding is beyond me on either. There's a race shop in Norman that's doing the fitting/cutting/welding. Homemade is accurate because he's working out of my garage.

I asked him about the headers. He said they are cold-rolled mild steel, and yes the coating will keep them clean looking... and corrosion resistance (not proofing) is the only major difference between the two steels. The coating is inside and out. Stainless will turn dark brown after a while and look far worse than coated mild steel... and then if you end up coating the stainless for aesthetics, you've basically spent more on stainless for nothing.

 

Everything you are doing rasoul is f-ing awesome... you gotta keep us updated on how everything is going...

I will be doing my engine work soon too.

 

I can't get the link to work. Would love to see this!

 

 

how's that bad boy running?

 

Looks good, FYI, most factory supercharged engines can have the s/c spun 15-19% faster without needing any tuning. The computer will compensate. Did you put a boost gauge on this to see how much it has increased?

 

Yeah, this is true... but 25% is starting to push it as far as bolt-on without tune AND pushing the physical limits of the supercharger. I installed this at the machine shop, in case he needed to make any adjustments I'd still be right there... but everything fit great and drove great. I could feel it immediately. But I haven't driven it much since then... as soon as I got home I took it apart again the next morning to finish up the passenger side header. Last night he finished up the last of the welds and we wrestled it into place (you can imagine, the fit is a lot tighter than the shorties) but I should have everything bolted together by the end of the night, and if I'm lucky I'll get my datalogger wired up to all my sensors as well (right now it's just AFR, which does me no good during tuning if I can't see the correlating RPMs). Then I should be able to tune and let you guys see the results. I'm hoping either Saturday or sometime next week for a dyno visit.

I do have a boost gauge, but it's an Autometer and SUCKS A$$ (always sticks) so really it's just there for relativity. For example... with my ASP pulley I would only get about 7 psi, then randomly would shoot up to 12 psi. Then I'd turn off my car and it would be stuck at 3 psi... I know I wasn't boosting parked! This thing is such a POS. I'm going to just use my datalogger to measure airflow when it's all wired up. Maybe I'll swap pulleys and do a before and after... even if we can't see PSI's we can see a % of overall change on the MAP sensor voltage, and should be able to get a relatively good idea of how much of a PSI increase it yielded.

 

Sounds cool. I can't stand naysayers but I thought you were breaking some new ground at 25% Will your data logger show what is going on with timing? This might be an application where some VP 105 might be fun to try. Did the stock pulley or the new one have any balancing or are they neutral balanced? Some of the various 24 valve V8's might have a suitable pulley that can be used.

 

I can wire up my datalogger (Innovate SSI-4) to measure timing, but requires some extra modules that I don't have and don't care to wire up just yet, as I want to have something tuned by this weekend and I'll have to order an optical sensor from digi-key and wire up my own pulsing crank monitor... which isn't on the list of things to do this week.

VP105?

I'm using the OEM harmonic balancer. Refer to my first post, to save weight I shaved the outer ring around an OEM E320 pulley, since it wasn't as thick. I hadn't mentioned before that before this pulley, the other 192mm pulley I tried was made from the stock pulley off my car with a steel ring pressed around it. The ASP pulley was just over 9 pounds, and this monster was 13 pounds! I almost didn't want to try it because it was so heavy. This pulley was try #2, out of a lighter OEM pulley and used aluminum which overall turned out under 9 pounds.

 

Racing fuel.

I hope this project works well for you and that you save a few bucks. I think you will find there is a market for a decently priced pulley.

 

Tuning is a MUST.

This thing is very fast, I can tell just at low RPMs and low throttle. I say low RPM's and low throttle, but that includes quickly getting it to 100 without even trying. But as soon as I'm WOT or close to it, I get backfiring and detonation. During last nights test drive, the detonation would be followed by a sort of "safe mode" until I stopped and restarted the engine, and gave me CEL and codes for a few cylinders misfiring. I should have filled my methanol tank before the test drive, but I had just planned on waiting until I tune to worry about that. For now I just need to get this Apexi working... the RPM signal isn't working anymore for whatever reason. I'll do some rewiring and keep you posted.

 

Ok, I figured out what I need to do. I fixed the RPM issue and sure enough, I can tune!!

This is great news for people who want to tune themselves.

BUT it appears I've hit a cap. I have so much boost going into the system, I hit the 5v MAP sensor cap way early now, and the lack of fuel at 100% duty cycle is the cause of the detonation... and the timing is way advanced at that point. I have my ECU tuned by powerchipgroup to compensate for a 25% overdrive pulley, but I think that tune is having the same problem... the fuel just isn't there!

WHAT THIS MEANS: I need larger injectors. I've been in contact with a fuel injector builder that can possibly change the cores out of my stock ones and upgrade them to guarantee fitment in my fuel rails and manifold.

FOR NOW: I'm back to using the ASP pulley, and I was able to tune it better to allow for better use of my headers. AND IT ROCKS! So, sorry, my ASP kit won't be for sale in the next few weeks, until I can get these custom injectors.

BUT: I am excited because as far as I know, I'll be the first M112 engine that is pushing so much through the system that I need upgraded injectors.

As always, I'll keep you all posted!

P.S. I'm also sending my ECU back to powerchipgroup to see if there was a mistake first. If it's not, and that's as good as they can do, I'll just have them set it back to the factory fuel mapping, which seems to be very forgiving anyways, and I can tune the rest with the Apexi.

 

Excellent info!

We need some pics and sound clips with those completed headers!

SQ

 

Just got a reply about the injectors. Rebuilt injectors with larger core will be $89 each, and if they can find a ready-made set that will fit my car then it'll be cheaper.

Anyone know what size injectors we have?
I have no clue, but after seeing it lean out this much with this much added air I'm changing my guess from 550cc to closer to 440cc. Anyone know for sure?

 

Make sure it is your injectors and not your pump. I'd imagine that both could use an upgrade, or at least a pusher pump or something else inline.

I have no clue though...ask HDDP he may know, he has his apart right now as well.

SQ