Going to Attempt a Supercharger

[samiam44]

Not concerned with the fire hazard? Any type of leakage or failure- fuel, trans, hydraulic leads to a fire.

 

[2phast]

My 02 on the topic.

While this isn't a W124, on my W208, I had a Kleemann supercharger on the 3.2l motor. It used a 76mm supercharger pulley, put out .5 bar and required a resistor pack to "trick" the MAF into believing the voltage was within spec. This setup maxed out pretty much everything in the car (A/F was over 14), so to take the boost any further required a bit of tweaking. I went with a 70mm pulley to increase from .5 bar to .6 bar.

This pushed the stock injectors to 100% duty cycle (pretty much all the time). So the only higher flowing injectors were the Mercedes blue injectors (from AMG cars), this allowed me to go from 19lb injectors to 40lb injectors. Of course 40lb injectors were way too much for this application and the ECU does not allow any type of fuel trim adjustment.

I added a Universal Piggy Back EU made by Unichip. Unichip had quite a few wiring diagrams on their site and I found one for the E240, which used the same wiring configuration as my W208. With the piggy back installed, you can drive the car on the street with a laptop hooked up to it and adjust the levels. You can also tune on the dyno and save different tuning maps for street/track/performance etc. The piggy back does not inhibit functionality of ASR/ABS, cruise control, ESP etc. I was able to dial back the excess fuel from the larger injectors and get the A/F tuned to 12.5.

I believe the diagram for the R129 should be applicable. Take a look at the available diagrams.

http://www.unichipwholesale.com/schematics/schematics-mercedes

www.unichip.us

 

[HOFF]

I can personally vouch for those Raptor Superchargers (made in Australia) as i know the owner who builds them personally.
Back in 2006 i had a GM Holden Commodore 2001 model with a Buick 3.8litre V6 that was fully rebuilt with forged pistons etc etc and a Raptor Supercharger bolted in with a custom tune (car was intercooled as well) and it produced 350RWHP via an Auto Trans on 13lb boost - so not bad for a little engine back then.
If you click on the Raptor Website link below and go the gallery - Holden Ecotec sub section -bottom right pic (next the red car pic) that was my engine bay
The Raptor is a good product that is now distributed and sold worldwide (not bad a for a brilliant guy (Tim) who built this product up from his own farm workshop in Queensland because he was not happy with what was out on the market in terms of design and quality of existing products off the shelf.
(but Jono is right - those rear mount hidden turbo's do keep the engine bay looking factory and the turbo heat away from the engine bay)
http://www.raptorsc.com.au/gallery_holden.html

 

[500AMM]

I can personally vouch for those Raptor Superchargers (made in Australia) as i know the owner who builds them personally.
Back in 2006 i had a GM Holden Commodore 2001 model with a Buick 3.8litre V6 that was fully rebuilt with forged pistons etc etc and a Raptor Supercharger bolted in with a custom tune (car was intercooled as well) and it produced 350RWHP via an Auto Trans on 13lb boost - so not bad for a little engine back then.
If you click on the Raptor Website link below and go the gallery - Holden Ecotec sub section -bottom right pic (next the red car pic) that was my engine bay
The Raptor is a good product that is now distributed and sold worldwide (not bad a for a brilliant guy (Tim) who built this product up from his own farm workshop in Queensland because he was not happy with what was out on the market in terms of design and quality of existing products off the shelf.
(but Jono is right - those rear mount hidden turbo's do keep the engine bay looking factory and the turbo heat away from the engine bay)

That Raptor looks nice. How is it compared to other radial superchargers like - Vortech, Albrex, Rotrex, ASA..?

I'm reluctant about rear mount turbo, practical solution in all means, but I'm not sure about the turbo lag. Super charging in general is a cold process so no needs for protection to the surroundings and less heating of the inlet air - which next requires less intercooling, probably ideal for using an air/water intercooler and not a massive air/air intercooler needed for a 5.0 and 6.0 engine volume.


-a-

 

[HOFF]

He spent years building a bullet proof product with finite tolerances and balancing of the compressor wheel and minimum of heat generated
He even went further and designed a stand-alone liquid (water cooling system) which is an optional kit to cool the supercharger and virtually eliminate any heat.
A low boost set-up does not require an air-to-air intercooler. You can add a simple air-water intercooler to bring keep the compressed intake charge temp down if you live in hot climate
Iam not plugging his product - but just know as a past owner of his supercharger on my own car that it worked superbly and produced great results
He just does not have the exposure other known brand superchargers have built up over the years - but he pulled all their products apart and studied them intensely with various testing and design work over more 10 years of R&D work to come up with a high end product.

(Centrifugal Supercharger)

The Raptor supercharger essentially operates like a high speed fan (driven by belt from crankshaft) propeller / impeller, sucking air into the center of the supercharger and pushing it to the outside of the rapidly spinning (44,000 + rpm) impeller blades. The air naturally travels to the outside of the blades because of its centrifugal force created by its rotating inertia. At the outside of the blades, a "scroll" is waiting to catch the air molecules. Just before entering the scroll, the air molecules are forced to travel through a venturi, which creates the internal compression. As the air travels around the scroll, the diameter of the scroll increases, which slows the velocity of the air, but further increases its pressure.
The centrifugal supercharger enjoys several advantageous characteristics that make it the most popular supercharger design in the aftermarket world. First, it is simple and reliable because it has very few moving parts - just a couple of pulleys and the impeller. Second, the centrifugal supercharger produces very little heat because of its internal compression ratio. It is also small in size and very versatile because it can "free-wheel" and allow the engine to suck air through it or even flow air backwards. For this reason it can be placed anywhere in the intake tract - it can even "blow through" the throttle body, meaning it can be mounted nearly anywhere. It is also the most thermally efficient supercharger, meaning that it produces the lowest discharge temperature.
Raptor centrifugal superchargers have a self-lubricating system, no oil is needed from the engine. Due to this feature Raptor supercharger systems are very easy to fit and the supercharger is virtually maintenance free.
Raptor superchargers benefit the entire RPM range of your engine, improved low, mid range with excellent top end power increases.

Supercharger Models

Raptor VL, VLLC, CLLC and VLDC

Most compact centrifugal supercharger manufactured in Australia
The Raptor V is unsurpassed for power development potential due to the low boost temperature rise. This supercharger is the only centrifugal supercharger to boast forced transmission air-cooling which prevents heat transfer into the compressor wheel as well the ceramic coating on comp wheel thus increasing Hp potential. A fully featured head unit for a competitive price
• Compact unit
• Anodised Colour options
• Made from billet alloy and cast alloy materials
• All fasteners are stainless steel
• 5, 6 and 7 rib belt pulley options
• Will sustain power increases of greater than 100% in some applications
• Sealed SKF ceramic ball bearing technology for maintenance free operation
• Full helix impeller
• Up to 10psi measured at compressor discharge for engines up to 4 liter
• Applicable for engines up to 4.5 liter at pressures up to 9 psi
• **New Water cooling option
• 12 Anodised colour options to match vehicle colour
• Optional: Decoupler pulley system for Race and extreme road applications
• Optional: Light weight rotor assembly - 20% reduction
• Optional Billet impeller with extend tip technology

Specifications

Suit Engine	<5.0 Litre
Impeller Diameter	128 mm - Billet option (134mm)
Inlet Hose	82 mm
Discharge Hose	63 mm
Pressure	8 - 15 psi (applications specific)
Weight	5.5 kg
Bearings	Ball Ceramic
Price	$2250.00 AUD inc GST

[TD="width: 153"]Model[/TD] [TD="width: 281"]V, VL, VLLC, CLLC and VLDC[/TD]

Raptor R Supercharger

Raptor R - the new large frame supercharger from Raptor
With a billet impeller, liquid cooling and high flow rates this supercharger is ideal for all engines >5.7 liter capacity. There is a very practical face mounting system and the compressor cover can be clocked at any position. There are optional features like anodising in your desired colour, clutch drive, polished finish and more
• Billet Alloy impeller of advanced design
• Liquid cooled transmission. Supercharger supplied with cooling system parts (radiator, pump and reservoir)
• High Flow Raptor R compressor cover
• Bolts up to all existing Raptor mounting systems (providing there is sufficient space)
• No lubrication needed ... ever
• Great for large capacity engines
• Zero maintenance

Specifications

Suit Engine	4.0 litre >
Impeller Diameter	146 mm
Inlet Hose	100 mm
Discharge Hose	75 mm
Pressure	7 - 14 psi (application specific)
Weight	6.5 kg
Bearings	Ceramic High Speed
Price	$2900.00 AUD inc GST

[TD="width: 153"]Model[/TD] [TD="width: 281"]Raptor R Supercharger[/TD]

 

[skolarikos]

If anyone has fitted the raptor I would like to see some photos!!! Very interesting!


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[samiam44]

How's this conversion going? Any progress

 

[s4cruiser]

How's this conversion going? Any progress

I own this car now...the supercharger project Aron was attempting won't be happening. I heard it was going to run ~20k and take at least 6 months.