Does anyone have a drawing of the basic air flow path for the intake system after the SC?
I can't figure out the path the compressed air takes after it leaves the SC to get through the intercooler and back to the engine.
Thanks

 

im sure there is a diagram in "MB star" diagnostic program, lol.

goes...
air filter/box to TB, into SC, to IC to lower y pipe splitter, to each intake manifold, thru runners on side of sc then into the head. it makes a double loop basically

 

Thanks,
So there's no air-to-air intercooler like in the SLK 230, in the front bumper area...

 

there is an air to water heat exchanger behind the bumper which sends the coolant to the air to water intercooler buried in the v of the motor

 

Thanks for the description!

 

Hey Rob,

I'm looking at your site making a wish list. Looking at the cfm the DCAI, tweeked stock intake manifolds, ported t coated y pipe flow; it looks like the weak links in the intake system are the TB (any idea what the stock TB will flow?) and the NW y pipe.

If the ported y pipe will only flow 332 cfm, then why/how do you get a sizable performance increase with the tweeked manifolds since the stock manifolds already flow more than the y pipe will allow?

Right now I'm running the single CAI. If I did upgrade to the DCAI, the tweeked intakes, and ported y pipe how much HP and Torque do you estimate this would add? BTW, I have a 65mm pulley.

Also, If I made this upgrade with a EC re-tune, do you think the stock fuel system would be able to accomplish proper AF ratio's?

Thanks

 

I see Rob hasn't answered you yet. I can't give you exact numbers by any means. I can tell you your stock fuel delivery will be fine with the 65mm pulley. My roadster is setup that way. The coupe is similar but running 62mm and more fuel is needed. I run stock y-pipes, but I polished them myself for flow. Rob will answer soon...I am sure.

 

the different parts are usually flowed at different vacuum ratings to keep them within the limits of the flow bench, we do it to show the before/after differences in flow for each part. trying to compare flow numbers done at different vacuum rates does not work. it is all about reduced restrictions. the throttle body is a pinch point but still benefits with less restriction before it as it allows a greater supply to be fed to it. also remember that the intake and TB are under vacuum while the IC/lower ypipe and intake manifolds are under boost.

as for guessing for dyno numbers, every car and dyno is different but I would expect another 35whp with the combo listed above.

yes the stock fuel system should be able to handle the added airflow assuming the tune is correct.

 

If you had even flow into a plenum then a 65 mm throttle body would be enough for about 7500 rpm. Problem is a 90 degree V6 does not have even flow, it is somewhat erratic.

That said, with boost you can make the plenum pressure anything you want provided you don't go sonic (choked flow).

It is pretty easy to tell if you need "more" for an NA engine and that is to just monitor the manifold vacuum (available as a data point in Torque, can even map to MAF reading). As long as it stays near zero you are fine but if the vacuum starts rising as you near reline under load then something is restricting flow & could be anything upstream of the measuring point, not just the throttle body.

 

im sure there is a diagram in "MB star" diagnostic program, lol.

goes...
air filter/box to TB, into SC, to IC to lower y pipe splitter, to each intake manifold, thru runners on side of sc then into the head. it makes a double loop basically