Lagavulin

Supercharged by Tim Murphy's kit.
Stock block.
Stock brains, no chips.
Ignition totally stock; no tweaks.
Fuel system stock except for addition of larger injectors and Super FMU.
Cats and smog pump operational.
Stock exhaust manifolds, cats, GT resonators, RMB.
11 psi, aftercooler.

No tuning at dyno since Vortech left out a ring we needed for the FMU. If we had that ring, we are confident the numbers would have been better and subsequently breaking the 500 rwhp mark. We wanted to adjust the fuel delivery curve so that the fuel pressure would be less at lower RPM and not drop as much at high RPM.

We bolted on the kit, turned the key, and ran the numbers above; that is NO exaggeration!

However, I must state that the install is not for the faint of heart as it takes lots and lots of hard work.

Tim Murphy, Z, and myself, installed it from scratch in a weekend; make that a solid weekend as we were up until 3:00 am Friday, Saturday, and Sunday night, carefully routing and installing the multitude of parts required to make it run fast, reliable, and look as 'factory' as possbile.

The weekend before I dyno-ed the car, I had a leak-down and compression test done by Jean-Louis (..thanks JL!) and Z, to make sure the engine was healthy as it’s not a good idea to supercharge an ailing engine; all was well. I got those numbers somewhere, but I’m too tired to find them right now.

The work breakdown went like this:

Friday the fuel system was installed and tested; the car started right up after the installation of injectors and super fmu.

Saturday morning we drove over to Jim Page’s shop, Page Automotive in Green Bay, Wi, and he let us essentially have free reign with the lift, tools, fittings, filters, pizza, beer, etc. He was extremely accommodating and just as excited as we were; a great guy and a real 928 enthusiast.

That day we installed the supercharger, crankcase breather system, pulleys, etc. We did that until 2:00 am, and carefully drove the car back to Tim’s keeping the RPM’s under 3,000 since although the aftercooler itself was installed, it’s supporting system was not.

Sunday was spent installing the plumbing for the aftercooler, cooling fans, and the boost and air/fuel gauges into a pod on the driver side stalk. Looks trick and is functional.

Monday 12:00 am we finally crank up the engine, and it starts immediately! The gauges work, got the correct fuel pressure, and off the three of us go on a test drive.

INCREDIBLE!!!

The only way to appreciate the power these cars produce is to get a ride in one yourself, as they just pull and pull and pull! I do admit bouncing off the rev-limiter three times now as the engine rips through the RPM band so quickly; it scared me the first time it happened since I never did it before. I have to learn to drive the car again as it has so much power.

Air/fuel was spot-on, and Tim nearly fell out of the car when the car registered 11 pounds of boost. He thought the boost would be less for the Vortech V-2 SQ-Trim versus his V1 T-Trim.

We were all giggling like school-girls after each pull, and Tim was pouting (..hehe!) because it appeared to him to run smoother than his. Well, what did he expect? I just received the benefits of three hard earned years of experience from the best with supercharging 928's!

Tim really knows 928’s and worked relentlessly as well as Z the entire weekend. Several obstacles presented themselves where Tim’s ’88 5-Speed was different than my ’87. One would be surprised at the amount of minute differences between those two years. A good learning experience for all of us.

I left out a million things that bear mentioning, but I’m too tired to recall them.

However, I can tell you without a doubt that Tim Murphy is a smart guy who strives to do the right thing, does not tolerate compromise, and refuses to take the easy way out. These qualities provide a glimpse to understand that when it comes to supercharging 928’s, he’s undoubtedly ‘Da Man’! The results speak for themselves.

Thanks Tim, you rock!

And a big 'Thank You' to Z for his tireless, expert help. Tim and I would probably be still working on the car without his services.

Pics to follow soon.

AO

Sounds like a hell of a job! Can't wait to see the pics!

elemental

Great stuff - like many others reading this I guess, I'm saving up for the same treatment...
Well done all of you!
Another boostard on the books...

Tony

Very cool, once again, great job! <img border="0" alt="[burnout]" title="" src="graemlins/burnout.gif" />

Have you guys done an auto yet? <img border="0" alt="[cheers]" title="" src="graemlins/beerchug.gif" />

Old & New

I predict an eerie silence from a number of parties previously attempting to market their s/c kits on the Rennlist.

T_MaX

Congrats! I too want to see the pic's. I can only imagine the skinless hands, finger and arms you guys have about right now.

Thanks for sharing!

BC

Look at that graph. This is just great.

That torque line just keeps going up. I bet if you get a bit more scavenge, you could do some wonders to the cant and angle of that graph.

Whats another 1k for Devek LII headers? Ah - but make sure you get the right ID on the primaries - your not stock HP anymore.

Jadz928

Unbelievable! I wish I could take a spin!

So now will there be further 16V development? My EuroS is just itchin' for some new power! Quick, quick, before I buy a house... lol

Great job guys!!!

John..

MOST Excellent!

I can hardly wait to dyno the Bastard now. If you guys can run 11 psig on those 10:1 bottom ends, I should easily be able to pump 14 psig into mine. I can't wait to see the old Callaway VDO boost gauge burried out at 15 psig!

It just takes more work on an older car...and my time is at a premium now, since I told my Fiance I would drywall the basement ceiling in her (our future) home.

Might I ask how much ignition advance you guys are running as well as if there are any modifications to the ignition system?

Nonetheless, GREAT WORK!

Nothing like having a 10-20 year old car that can peel the skin off of a Viper.

The Bastard is now totally Green with ENVY!

Mike LaBranche

Wow. I really need one of those. Soon.

Z

I have to say that it was a good time getting the supercharger installed this past weekend. Due to some pieces not being shipped in time by the supplier, it looked like the goal of installing everything in one weekend might not be met. Luckily we stumbled onto what was need and things went pretty well. I know that some of you who work on your own cars will find it hard to believe, but there really weren't any significant or unexpected problems that popped up. The car arrived stock on Friday, and was all completed and being driven supercharged on Sunday. It would have been nice if Vortech would have included all of the parts that they were supposed to, so that some fuel mixture tuning could have been done at the dyno. There's not too much doubt that breaking the 500 rwhp mark wouldn't have been too hard at all by doing that. Putting on an "X" pipe in place of the cats would have also been a way to easily get above that 500rwhp mark.

One thing that I thought was kind of interesting was that even before the intercooler was installed and functional, the owner said it seemed to have more responsiveness even at very light throttle, during normal driving. The dyno later confirmed that. At 1,500 RPM the engine is already making 20 ft/lbs more torque than it was without the supercharger.

No automatic has really been done yet. There is a supercharged automatic that's owned by a friend of Tim's, but that one's far from what could ever be offered as a kit or easy installation. There's an awful lot of custom modification and fabrication on that one, including internal engine modifications. That was all done with the intention of it eventually making hundreds of horsepower more than the above car though.

Yes. Actually most of the installation for the 16v cars shouldn't be too much different.

It's all stock, and was never even touched. The same goes for the fuel injection computer. The only things that were changed as far as any sort of engine management or tuning were installing larger fuel injectors and fuel pressure modification.

The operator of the dyno that was used for the testing owns a modified Dodge Viper. While talking to him, he said "It's nice to be able to do this dyno testing on the cars that come in here. I know who not to mess with." He's added another car to his list.

Lagavulin

</font><blockquote><font size="1" face="Verdana,Tahoma,Helvetica">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Helvetica">By John:
Might I ask how much ignition advance you guys are running as well as if there are any modifications to the ignition system?</font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">None whatsoever.

The beauty of the whole thing is that Tim figured out how to work within the confines of the stock system, and let it work as Porsche intended despite running 11 psi.

Thank you for the compliments as it's Tim's work that deserves them all.

SL8GT

Lags, Tim and Z: Awesome! Absolutely AWESOME!! Way t'go!!! <img border="0" alt="[burnout]" title="" src="graemlins/burnout.gif" />

Randy V

I applaud your efforts.

I continue to see a trend, whereby there always seems to be a caveat that "if this one thing was fixed, we'd have xxx RWHP" - in this case, the 'thing' being the Vortech ring needed for the FMU.

Why not run with the car in top form, instead of speculating that if everything was as it should be, then the HP would be X? I for one would like to see the optimized real-world numbers for this car.

Regardless, your achievement is impressive so far.

Z

Well, in this case you can blame Vortech for the car not being presented with it's maximum potential. The post was made to show what was achieved on a completely stock car in a weekend, with absolutely no performance tuning whatsoever. Just bolt on and run. If anyone is skeptical of there being any more power available, feel free to assume that the above car will never make more than only 491.5 hp and that Tim's will never make more than only 525 hp. I'm sure that dyno sheets will be posted at some time in the future to show that both of those situations aren't true though.