My 3.2 euro engine is getting to the stage i guess where i have to look at where im going to squeeze more power out of it. Its basically a road car, and does a small amount of club motorsport (hopefully with more frequency).

Im looking at going down a similar path that a few have gone - A carbon fibre intake manifold, with an AlphaN mapping setup. its making just under 270hp at wheels on dyno dynmamics, but im just a tad concerend that the CF airbox may get me a higher dyno number at the topend but lose abit of midrange.

I suppose an upgraded set of cams would complement a modification like this.

Speaking to a few ppl perhaps a low pressure supercharger would make sence. even say 0.3bar would give a nice lift to the power, and could have scope to upgrade boost with an intercooler. The dillema is that if i go this path i wont be able to use the CF manifold. Also if i run low boost could i just run a rising rate fuel pressure regulator, or would i need to reflash the DME and take some timing out.

sorry for long post

There is definitely much more power potential with FI. Ask yourself, will you be satisfied with a peakier engine that puts down maybe another 20 rwhp (airbox, alpha N, cams)?

im tending to favour FI, but there is someting in me that wants to tick the box for the intake mod for some reason. maybe its the lure of the noise

im tending to favour FI, but there is someting in me that wants to tick the box for the intake mod for some reason. maybe its the lure of the noiseThere's more bling appeal with an airbox vs a supercharger. :stickoutt

FI will add more heat, less reliability..compared to the alternative alpha-n/airbox/cams route (personally that's my main concern since everything is so damn expensive with these engines.. you wouldn't want to screw something up)
about the engine noise, i've been taken for a ride in a vortech'd e36 euro S50B32 and it sounded awesome... ~0.6bar on stock CR, no I/C, only water injection.
i was told the clutch was slipping in 4th gear though... so i dont know if you'll have to upgrade that or his clutch was on its way out.. but the car was definitely a weapon in the lower gears.. wheel spin through 2nd gear on 18" rims with sticky michelin PS2 ...

Frankly i'm in the same boat..(FI vs conservative NA mods) except i dont like vortech s/c's ...i'd rather go the GT35R route and do something crazy btw the vortech is going to be peaky as well ... power wont change much in the lowend-midrange .. the vortech really starts to shine in the topend.
(2 friends have 2004 350Z's, one vortech v-2 8psi, one stillen stage4, when they race in 3rd gear the stillen jumps ahead, then by 5th gear the vortech is ahead by 1 car length, almost same boost, both intercooled.

about the rising rate FPR, the S50B32 runs on 5bar fuel pressure vs the S50B30's 3bar system.. so ....
if you're interested BavariaCars(australia) sell a very good piggyback that'll work on the S50B32 perfectly called "POWERMOD", it costs ~$1100 but it's worth it. Many euro S50 guys on the forum recommended it to me.
cheers :)

i dont think heat will be a major issue. im looking at 0.3bar, say 27degC comp inlet temp, would calculate a comp dicharge temp of around 60degC at 70% adiabatic efficency, and 56degC at 78% adiabatic efficnecy. The use of water injection would lower the temp entering the manifold also

I went N/A, got the CF plenum and alpha n, now im getting the 3.46 diff, m5 clutch and 8 lbs UUC flywheel. Id go FI if I had a US spec.

Ive seen on this forum one member from brazil that turbocharged his S50B30, hes making 600+ hp but id like to know how reliable that setup is, maybe he'll post here soon.

i bet with the shorter final drive, LTW flywheel, alpha-n with cf plenum, cams, itll be fast and sound insane,
shorter diffs make a big difference, as the saying goes they are "the poor man's supercharger"
i think stock are pretty long ..and it still accelerates powerfully..i mean 4th is at 220kph @ 8000rpm ..normal sport cars have a 170-180km/h 4th.. if i had a 6-speed and going N/A i'd definitely do the final drive mod... with F/I i'd keep the stock ratios for traction purposes

im looking at 0.3bar, say 27degC comp inlet temp, would calculate a comp dicharge temp of around 60degC at 70% adiabatic efficency, and 56degC at 78% adiabatic efficnecy. The use of water injection would lower the temp entering the manifold also
How did you calculate a change of temperature? Could you give me formulas?

A friend of mine has supercharged by Eaton M62 Honda Civic Vti 1.6L (boost=0.8bar~11-12psi). The car doesn’t have an intercooler. The intake temperature sometimes increases to 120 degrees Celsius (!) because of the supercharger must turn to space RPM. The car is a daily driver and the owner doesn’t have any problems with him. He has just installed an intercooler. The intake temperature has dropped sharply. The tune of the car electronics let him to gain ~40 hp more. If there is an hot air in intake, we must retard ignition timing.
The intake temperature depends on efficiency of a supercharger or a turbocharger. If our turbocharger/supercharger is well chosen, we won’t have to be worried about too hot air coming into our engines.
0.3bar in S50B30 (with whole stock internals) is a good level of boost. Other friend of mine has turbocharged his S50B30 (BTW, now car doesn’t drive.) and boost=1.0bar. He has only shaven stock pistons down. After few hours at a race track the piston shelf (places between piston rings) has given up.

Cheers,
Maleckis.