Originally Posted by hpmotors
I don't see the necessity of going with an aftermarket system when a factory engineered system already exists. The only reason I could see to consider one would be if there was more horsepower than in the SRT version. The price makes it unattractive for me.
It is obviously possible to convert the non blown 3.2 to the blower version. The only real question is what is the simplest (ie time and money) way to do this? The mechanical bits should be a direct bolt on, whether from an SRT6 or some Mercedes. That leaves the ecu programming to deal with. Is the OBDII system in the crossfire flash programmable? If so, mods to that unit would be the way to go. If not, an ancillary ecu (piggyback?) to handle fueling and timing issues under boost would be an option. A third option to look at is bringing in the entire ecu from an SRT6 and program it to forget about its transmission duties. A 4th option would be a standalone new ecu (ie, an AEM type) that has the capacity to handle the supercharger - AND more!
Which Mercedes models of the 3.2 V6 in the xfire were supercharged? This information would be very helpful in tracking down used bits to put on the xfire.
Right now, the car I am evaluating has about 7,000 miles on it. The ability to add a blower will have a direct bearing on whether to keep this car or not. Right now, it is just a hoot to drive, and of course I love the style. It would just be a LOT more fun with 330 HP vs 215.
One minor point, anything that looks like a xfire has a real hard time being consider a sleeper.
Most people that have seen mine already think it is faster than it looks. A sleeper would be my 1991 SHO, as it obviously looks like a Taurus, and 99% of the world has no idea what the SHO on the bumper means.
Henry
unless you buy a SRT 6 after selling your regular crossfire it is not a very good solution to attempt to use the SRT 6 blower... as you may have read from members such as HDDP, the stock ECU is not very easy to reprogram (any daimler chrysler ECU is this way, they are diehard about protecting their engine management programming, unlike GM who hands out the coding to aftermarket developers months before a car is released) and using a piggy back solution will land you fighting the stock engine controller the entire way... make any adjustments to the fuel table using a traditional piggyback that alters MAF signal and you are altering the spark table unknowingly... the only way to really do this is to clamp the MAF at maximum NA flow and clamp the MAP sensor at barometrics pressure (14.7 psi) then use a system like the greddy emanage to splice into the coil on plug system (six individual ignition coils) and also use the emanage to control a auxiliary injector (7th injector, placed on short pipe after the supercharger but before the MAF... this way you can add fuel at the points you need to using the auxiliary injector without messing up your spark table and you can retard the timing where you need to as well considering with boost you cannot run crazing timing like you can with a NA motor...
either way, considering the type of people that drive crossfires, there is not one person here that it would be a good way to go if you want to supercharger the NA version... this is something that is good for a person with more time than money and what i have seen is crossfire owners have more money than time as they are mostly high grade professionals in their field... i designed the majority of my turbo kits when i was 18 - 21 and just did my last one when i was 22, i have to say the last one i did i swore i would not do it again because the time involved to get it perfect could have been spent making much much more money than it was worth doing side contracts in the IT field...