I'm almost positive I can shoehorn in a Paxton blower into my Limited, but that's a last resort. Being that I will have to make a new manifold and mounting brackets, on top of all that plumbing.

I'm thinking that it would be a lot easier to purchase a new supercharger from the dealer from the srt6. This seems to be the easiest way to go about this project, but I have a feeling it will be tremendous in cost. Anyone here know how much the dealer wants for the srt6 S/C?

This is also from a previous thread... but I was wondering, how many of you out there would be interested in a complete S/C kit, and what do you think a reasonable price would be for a 6-7 Psi system?

This does NOT include tuning or fuel management, just a complete drop in kit...

 

My scheme for this, which I looked at for the PT and then revisited with the Crossfire was to junk the AC and fit a Rotrex which is almost the same dimensionally as the compressor and can use the multi-V drive. I got in to quite deep discussions with the guys in Denmark but the whole thing was just crazy price wise. I had all the mountings and piping (for the PT) CADed up, ECU/ignition planned out, but the killer was the 1,200GBP they wanted for the supercharger - great bits of kit though. I looked into it again about a year ago for the Crossfire but needed the an SC a couple of sizes and that was nearly 2,000GBP! It's always the way when the volumes are low.

Anyway, Good Luck with the project.

 

I'll have to look into the rotrex system you described, but I can't live without my A/C.

The only place under the hood where I can find enough room for the centrifugal blower is only if I remove the coolant overflow tank on the fender, there is a bit of room to be gained by relocating that tank to the drivers side fender.

 

I found the rotrex blower, here's a link to their 200-320 hp version, 1,900 is not that bad.

http://www.w2wpowertrain.com/pc-27-6...00-320-hp.aspx

 

Hmm...that's a lot cheaper, especially in GBP, I'll have to see if the C30-84 was the one I was looking at. Attached is the general installation guideline doc dug out from my old project files. They are very good at providing tech data.

 

$6K, just had mine replaced.

 

Keep in mind if you put a factory SRT6 blower and intercooler system on a Base or Limited model you will most likely blow the engine as the lower (short block) can't handle the extra pressure.

Unless you build some kind of limiter or use a much larger pulley on the super charger.

Good luck.

 

The up to 3.0 liter does not bother you?

Here is the picture from the link.

 

I realize the SRT6 system puts out about 14 psi, but that is the least of my problems. It's very simply to machine a smaller pulley as compared to engineering an entire paxton unit to fit the car.

I might have to go the same route HDDP went, and start looking for a short block. I figure it would be best to do this right the first time so I could avoid chasing my tail.

$6,000 for a roots S/C is a waste of money, I think I'll stay with the Centrifugal style because of price, better mechanical efficiency, and less heating of the charged air.

Hey this is really great in getting the ideas out. Anybody else have any opinions?

 

I believe that's the smaller version C30-84 which might just work perfectly for our 3.2, but the max power envelope doesn't allow any room to build more power. so if your happy making 300 hp it might be good enough.

The C30-94 looks like it's good for 400+ hp and pumps out over .33 kg/s of air mass.
http://www.w2wpowertrain.com/pc-28-6...50-400-hp.aspx

edit that first part; the C30-84 is on the declining side of the power envelope, so it would be more efficient to use C30-94 impeller. That's going on my Christmas List, hoorah!!!

 

dynamicS,

Keep in mind a 'smaller' pulley would actually increase the boost. But I know what your intention was. Custom pulley to keep the boost limited.

 

oops, my bad.

 

if someone could get together a "proved" supercharger or a TT kit and get it out i would be willing to pay up to 6-10k for the kit and the installation, i would want at least 350 hp.

 

I hear you man! but one person willing to pay $6-10K for a proven reliable system is not enough interest for anyone to bother.

I'm currently on the hunt for a short block, and slowly gathering information on how the 350Z kits are put together.
My only issue with building a reliable kit for the crossfire is the high compression ratio. If it CR was like 9:1.
I would feel an aftermarket kit would be much more feasible. but I'm not positive on this. I 'm still doing my homework and have several books I'm studying. The books I ordered are centered around chevy supercharging, so the SBC engines might have issues with detonation over 9:1 CR ,being that the older small blocks had a cooling system which would pull heat from the block first, then the coolant would flow towards the heads to further remove excessive heat build up.

Now I believe the crossfire 3.2 is a reverse flow head, so they are cooling the heads before the block. Doing so might just make it feasible to boost upto to 6 psi max without lowering the C/R. I hope!
SO as you can see I'm still in the idea phase right now, but I think a decent centrifugal S/C kit for the XF should run about $4,500. While the rest of the project would be left up to the customer for further tuning of the computer and what not.

 

You can't go the short block route because many internal components are not swappable... You need the full long block including oil pump... $7,500. http://www.mercedesengines.net/

 

I just want the rotating assembly and block for making it a low compression engine, but your saying I can't bolt my heads onto another bare block 3.2L?
What do you mean the internal components are not swappable?

I doubt there are any short blocks out there. I could probably get a long block out of a junked 320 c-class or something like that.

 

There are some re-built AMG short blocks... I'm going over to Mike's place on Monday. You can bolt on your intake / exhaust, etc... But bare in mind, I'm not sure the bell housing will fit yet... That's why I'm going over to the shop... There may be differences in the fitment where the tranny adapts to the flywheel, so we're going to take a look... Don't get too excited yet... It may not be plug and play... After all, we're trying to adapt an engine that was designed for an auto trans to a manual trans...

 

edit... I'm not even sure if the intake will fit since the SC assembly is different from the normal intake...

 

I wonder if the heads are the same between AMG and stock 320 engines? Otherwise there is no reason that the stock intake and exhaust manifold wouldn't bolt up. Same goes for the bell housing pattern, it's just not economical to have two different castings, Let me know what you find out!

 

I'm CADing up the intake ports/head arrangement at the moment for my throttle body setup, if you need some dimensions. I'm just waiting for some gaskets to arrive before I whip off the plenum.