Thanks for the update Stuart. It's good to hear about ACTUAL results directly from an aftermarket company and unfortunately like stated before, that is not always the case from other companies out there!

 

@Stuart

I remember reading interesting writeup where the power was unlocked via manifold mod and not header. Could this be the case here?

Here is the link:
1986 Mercedes Benz 560SL ? Carobu High Performance Parts and Accessories for Ferrari

 

The configuration of the intake manifold is far less an issue with forced induction. (want more airflow...increase the boost). However,intake manifold design is certainly critical in maximizing power in naturally aspirated engines.

 

Ditto, a good exhaust system just helps evacuate and scavenge the exhaust out of the cylinder. Ideally it would draw a slight vacuum that would help suck the air in when the intake opens. A blower takes care of that so all you want it no pressure in the pipe when the exhaust closes.

I do wonder if a smaller primary would give a better scavenge pulse? That the 1 7/8" is only helping a little bit at 2k-ish makes me think it's not working very well compared to the OEM casting. We are also fighting the OEM's R+D use / understanding of fluid dynamics in the port design.

 

I vaguely remember from my fluid dynamics class that there are issues with turbulent flow, cavitation, and fluid hammering if you bend the pipe too much and try to pump too much stuff through it at once. I am not sure at what boost levels any of this comes into play, but at some point it does. I also think that depending on SC blade design, there could be issues of blades going supersonic robbing you of boost and longevity.

 

So we built in both 1 7/8" and 1 3/4" sizes. Lance tested some 1 3/4" on his V6, which was making 450+ BHP, which is about the same BHP per hole as a 600BHP V8. We could drop down to 1 5/8", which we may do/try at some point. But if we re-open this, I think it would be far more likely to be when we have prolonged access (like a couple months) to a vehicle locally, and we can test more comprehensively, including looking at the intake system and so on. As it stands we're probably $10K+ into this project.

 

At 440-450hp in the V6, I believe we are probably at a point of diminishing returns for developing power. I suspect that successfully deploying a TVS R1650 supercharger on the V6 would be far more cost effective than the headers. I believe to do so would require fabricating an adaptor plenum between the engine and SC.
Stuart, any interest in joining forces on that project? There's a chunk of power missing on the top end with the 1320 blower.

 

Yes, we could for sure. Actually, one of our local customers who has posted here before (we did some development work on his car in the past) may be interested. I can reach out to him.