Supercharger challenge
The images below show some of the issues with getting a supercharger on the car. The firewall is very close.
Update : 13th October, 2008
Engine sump.
As can be seen below the engine's sump is too deep by about 25mm. I do not want to go to the expense of a dry setup so I will be looking for a sump with a max depth of 125mm (5") deep.
Update : 20th July, 2008
Engine and Supercharger
I am using a Holden (GM) L76 6.0lt V8 in my GT40. Yes it will be supercharged and Yes its NOT a Ford. Here in Australia we need to use engines that are currently on the road and fully ADR & emissions compliant. If I wish to use a Ford this leaves the FPV Boss 302. It is a 5.4-litre capacity, 32 valve double overhead camshaft engine producing 302 kW of power (@6,000 rpm) and 540 Newton meters of torque (@4,750 rpm). It is however a VERY large and heavy engine. Its also very expensive.
The L76 was offered for a short time in the 2006 VZ holden (Engine number starts with 6MB). In the VZ it delivered 260 kW (349 hp) of peak power at 5,600rpm and 510 Nm (376 lb.-ft) of peak torque at 4,400rpm. The L76 is a member of GM’s fourth generation small block V8 family. The 2006 Holden range was the first application of L76 within General Motors around the world. The new Pontiac G8 also uses the L76, however the displacement on demand (DOD) system functions, in Australia the hardware was present but not enabled. The G8 GT in the USA is rated at 270 kW (362 hp) and 530 Nm (391 lb.-ft) of torque. Additional detailed information on the G8 L76 can be found here.
Shown below is my engine with the inlet manifold off and the DoD solenoids.
An extract from GM High Tech Performance stated below:
G8 GT-L76 6.0L V-8. If you've read this magazine for any measurable length of time, you've undoubtedly heard us bantering about the L76 intake paired with L92 cylinder heads. Oddly enough, up until now we didn't even have a vehicle in the United States that used this particular manifold. The good news is that not only do we finally get this mystical intake, we also get cylinder heads that fit the smaller bore-but with the same benefits of the L92-style heads, including the rectangular LS7-style intake ports. In basic terms, the L76 is a natural extension of the LS2. They share a similar bore (101.6mm LS2, 101.3mm L76), and the same 92mm stroke, but there are also many differences that should be noted. First up is the addition of "Active Fuel Management," or Displacement on Demand, as it was originally termed. This system allows the deactivation of four specially provisioned cylinders through the use of particular lifters, oil channels, and tolerances on the camshaft lobes of those four cylinders. The L76 can thus transition from a V-8 to a V-4 and back again, with nearly seamless precision all but unnoticed by the driver. Additionally, this system increases fuel economy under low-load, low-throttle situations such as highway driving, but doesn't play a large role in city fuel economy. Currently, Holden does not have this feature activated on their L76s; however, the Pontiac model will reportedly have Active Fuel Management. Next up is the option of variable cam-phasing. While the L76 currently in use in the Holden Commodore does not have the ability to change cam timing, the L76 truck variant here in the US does, which means we are likely to see it in the car relatively soon. This system works by metering the oil flow to the cam phaser, effectively physically advancing or retarding camshaft timing. Couple that with Active Fuel Management, and we have a V-8 that can not only pass upcoming stricter emissions standards, but also get incredible fuel economy. Speaking of fuel, the L76 in the G8 is calibrated to unleash an astounding 362 hp on regular fuel. This is a dream come true for tuners, who will likely be able to wring over 40 hp by simply tweaking the fueling and spark to use high-test premium gasoline. Tuning, of course, leads us to another topic: the engine controller. As of press time, it appears the G8 will be sporting the relatively new Delphi E67 controller. This faster processor allows control of the Displacement on Demand and cam-phasing (if equipped) simultaneously, and adds a few needed input and output drivers, as well.The reason the differences between the G8 and VZ L76 is important is that I plan to use a Magnuson Pontiac G8 supercharger kit. The G8Board.com has a great thread on the supercharger development. Some images of the MP2300 Magnuson supercharger used in that installation are below from the Magnuson web site:
The Magnuson Model MP2300 6th Generation is a “State of the Art” supercharger. It was designed as a compact, flexible supercharger for increased power with original equipment quietness and reliability without adversely affecting fuel economy. The MP2300 6th Generation has proven itself in a number of original equipment and aftermarket applications on a variety of engine sizes. This version has taken this versatility to the next level with new 4-lobe, high helix rotor design and a built in bypass for unparalleled performance.
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"R-DIMENSION" - SPECIFY WHEN ORDERING |
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| 4.232 | 8.090 |
| 4.460 | 8.390 |
| 4.680 | 8.550 |
| 5.275 | 9.440 |
| 6.475 | 9.893 |
| 6.830 | 10.353 |
| 7.590 | 11.243 |
| 7.940 | Custom lengths available, call for details |
The intercooled manifold is shown below.
Installation images in a G8 are below. My vehicle will not require the "transfer shaft" for the drive as I will need my inlet to the supercharger where the G8 firewall is (mid engine layout for my car).
The video of the Magnuson installation on a Pontiac G8 can be found here thanks to the G8 Board Forum.
The Dyno test for this car with STD exhaust etc is below (stock numbers are on the dotted lines).
With the free flowing extractors and exhaust on the GT40 these numbers would theoretically be improved upon, however they should be more than adequate. The difficult job will be organising the parts with the supercharger rotated 180 degrees for the mid engine installation and getting it tuned in Australia.
Update : 11th May, 2008