Kuhn Performance Technologies 32V 928S4 Twin Turbo Nearly Complete

[rhjames]

Thanks for the reply, but like I said, it's the old school thing....

Sure the electronic injection has its advantages, but I'm hesitant of converting over with all of the brains and wiring issues. If it really came down to doing the conversion to electronic fuel injection, I may as well just transplant a 32V motor into my 928. (I suspect it would be very expensive and beyond my technical abilities.)

That being said, it would seem to me that 400hp is easily attainable when you're starting out with (comparatively) a small block that already does 229hp (my Euro 4.5 16V), before a short block change.

Heck, a 5.0 Mustang does those kind of numbers without even breathing hard.

As you have pointed out, though, the real meat is in the heads and cams, and the K-JET can be made to handle upwards of 500+ without too much fuss...

Keep after it, and I'll keep watching.

regards---rhjames

[Herr-Kuhn]

Well...I ran out of time yesterday on the installation. It is so close right now...I'm getting frustrated becasue I want it done...but it has to be right. Been terribly cold this week here, so it takes at least 1 hour to get the garage to a reasonable temperature. Just know that while the rest of the public was watching Football, I was under the car.

Some food for thought...here is a Nissan SR20 DET dyno sheet with the same (single) TC I am using two of on the 928. This unit has the .64 A/R hotside housing and was used on a Nissan SR20 DET. Consider I have two of these units with the larger hotsides on two 2.5 liter cylinder banks. It will be interesting to see how the 5.0 liter responds to two of these units. I beleive this Nissan was run on 18 psig or so.

[rhjames]

As I said in the 16v post, an excellent set-up you've got.

While I'm still a ways from building my hybrid, the numbers for them are there. About 400 hp before turbo's (Mark Kibort did it with his race car), a lot more afterwards. (Although I'm almost thinking I'll just keep it at 5.0 and save the stroker money for another day. The real key is in the head/cam work.)

Looking forward to your 32V numbers.

(I won't do like some folks have about getting a argument started between where the HP/torque figures should be or shouldn't.....That defeats the point.)

regards---rhjames

[Herr-Kuhn]

Remember, dyno correction factors can drastically skew numbers. I still say 400 CHP from an engine like that is a ways out there. But it all depends on how high you turn it...that is how the little Honda engines can make 250 HP on just 2.0 liters.

I see no reason this build should not put down close to or over 500 ft-lbs on moderate boost levels. Hold that torque across a wide rpm band and you'll make a lot of power.

[Herr-Kuhn]

Update 2/14/07:

Last night I completed installing the liquid cooling circuit for the turbochargers and filled up the cooling system with Pentosin 50/50. I've confirmed the pumping circuit will flow an ample supply of coolant to each charger. Those chargers are going to love the run delay timing circuit have installed...it allows coolant circulation for up to 6 minutes after engine shut down! All oil lines are run. I have to install the remainder of the induction plumbing and the exhaust, then she is ready to fire over.

It has been terribly cold here so finding time to finish up has been difficult, but I'm really pushing to have it fired over this weekend, I hope on Saturday. I had to replace the battery last weekend due to it sitting for 9 months on the bench. It also didn't help that I took Sunday off to go skiing! What was I thinking?

I have my EPROMs, burner and everything else I need to complete this thing! This beast should roar by Sunday!

[Fabio421]

Well....we should hear something within the next 48 hours.

[efhughes3]

That was over a week ago......shoulda been last Sunday, I wonder what the status is?

[Herr-Kuhn]

With the break in the weather and the weekend here I expect to have the car turned over tomorrow. A few obsticles last weekend, but nothing serious at all. I just have to hang the exhuast and wire the pumps. Seemingly small tasks, but everything has been slow due to this being a side project right now. The sub zero weather has not helped progress either! Additionally, I've been working 10-12 hour days this week at the real job.

[Fabio421]

You don't have to explain that to me. I'm from the warmer climes (near Mark). I don't work on the car if the temp drops below 50.

Good Luck.

[Herr-Kuhn]

Sunday 1:30PM...I have the exhaust hung and I'm moving onto the pumps and hookup of the final plumbing to each TC. If I don't hit any barriers I should be idling by 6:00 PM today.

50 degrees is warm working weather for me this year. This is as warm as it has been since December!

[Kevin Michael]

John, when you finish that machine, I'D like to make you an offer for it.Seriously.
Kevin

[Herr-Kuhn]

Reasonable offers will be considered...after my R&D is done. I have toyed with the idea of selling this car upon completion and getting myself an ultra low-mile car to convert. It all comes down to what the offer would be.

[Fabio421]

Well.....did you get the S4 running yet?

[Herr-Kuhn]

My LH brain is dead. I turned the key to the on position and all I heard was 8 injectors firing. Tell tale sign of a dead brain. Apparently this is a normal deal for the LH to go out like this. Luckily, there is a replacement on order. It will be a little while until I get the new brain. This gives me some time to route the crankcase breather lines and mount the air filters so she is fully road worthy!

In the interim here are a few more photographs. A shot of the pass. side charge air cooler. The two charge air coolers are sized for up to 750 HP (combined) give or take, these are a full 4.5" thick core. The mounting brackets took some thinking to get right, but they are very rigidly mounted into position. Notice the fender strap back to the charge air cooler. The finishing touches are what make any build really nice, it is also this detail that takes a lot of time to get perfect. Air feed will be ram-air from the nose of the car with a louvered inner fender liner on the discharge side.



A shot of the car up on the stands for final fitting of plumbing. What you see here is with all of the plumbing installed in the vehicle, there are no pipes hanging down, in fact there isn't anything in harm's way. It has taken on a factory appearance from both underside and top side.

[Herr-Kuhn]

A shot of the custom downpipes with individual vent paths for the wastegate dumps and turbine outlets. Keeping these gasses apart avoids the turbulance associated with dumping the wastegate gas in just at the turbine discharge. This type of setup has been shown to have a positive impact on power production. Notice the "angle of introduction" back to the main line, flow paths have been optimized for maximum effort.

Additionally, wastegate and turbine gasses are divided by means of a baffle in the turbocharger discharge cover plates of the downpipes. Locating the turbochargers where they are took a lot of time and patience, but it will pay dividends compared to mounting at the rear of the vehicle. The heat loss from my head ports to the turbine wheels is going to be minimal! Remember, it is this heat energy that is used to drive the turbine and consequently the compressor wheel!

ENTHALPY!

[efhughes3]

Thanks for updating, nice work!

[Herr-Kuhn]

Ed,

I heard Charlie wanted two turbos to go with the titanium rear suspension.

I once had an English Setter with a stainless steel rear suspension. He went 10+ years on that build-up.

[efhughes3]

Originally posted by Herr-Kuhn
Ed,

I heard Charlie wanted two turbos to go with the titanium rear suspension.

I once had an English Setter with a stainless steel rear suspension. He went 10+ years on that build-up.

I'm glad to hear the parts wore well, I'm hoping that Charlie gets a lot of miles on his "go fast" bits. With regular 1 mile walks every day now, he's actually moving along pretty well on his reconstructed knees with no more ACL's to tear...

[rhjames]

Herr,

I was wondering if you had a chance to get a "weight" on your engine/turbo setup??? (just the engine and turbos---out of the car by themselves)

I had not seen it discussed, so maybe you could forward those figures?

regards---rhjames


maybe one of these would fit.....665 cubic inches, 1150 hp, 950ftlbs torque. 475 pounds wet.

[Kevin Michael]

RHJames I'll bet that engine gets about 2-3 miles to the gallon! John's will retain the 20-22. (as long as his foot is out of it!)
Kevin