posted 09-29-2009 01:58 PM                  

Personally I've always been a fan of the Prowler but like others was disappointed about the engine chosen for these cars. However these cars would be a great application for our turbo. The question is if we built a kit for these cars would anybody even be interested? I won't claim to know the Prowler aftermarket inside and out but it seems that there aren't too many modified Prowlers out there. Of course this could simply be due to the fact that there is a serious lack of performance modifications for these cars.

I welcome any opinions

posted 09-29-2009 02:39 PM                  

horse power gain

cost

reliability

added heat

solve these and I think you would sell a bunch

if I was closer I would offer you a test car

posted 09-29-2009 05:25 PM                  

quote:

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Originally posted by DFOTOPRO:
it would depend on several factors

horse power gain

cost

reliability

added heat

solve these and I think you would sell a bunch

if I was closer I would offer you a test car

DJ

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Power:

First thing is I would replace "horsepower" with fun factor or something of the sort. Like with our Porsche project for example. While only running stock boost the car will feel twice as fast simply because it will be making all of it's power throughout nearly the entire power band instead of only making power way up top. Apply that to these cars which will probably only require 6-10psi max. It won't respond like a conventional turbo where there is lag. And it won't respond like a supercharger that slowly builds boost on an rpm dependent basis. Instead it will make full boost by 2500rpm at the latest. This will make a huge seat-of-the-pants difference, as it does on all of our applications. The amount of horsepower we can add is simply limited to the engine itself. If somebody can supply me with some specs on these motors I can run the numbers and figure out which turbos of ours we can use. Some information I would need would be compression ratio and volumetric efficiency, but just having the basics (displacement, horsepower, and comp ratio) would be enough to get things figured out.

Cost:

What would be great is if we could get away with only needing to run one of our large turbos. This would cut down on costs immensely and also cut down on installation efforts and added weight.

Reliability:

Our turbos are very strong when used within their limits, like any turbo or supercharger. Because of our unique bearing design our turbos are somewhat limited to 20psi. Anything over that and you start getting into reliability issues. However this application, like the rest of ours, will not require boost levels near the point of unreliability.

Heat:

Our turbos use a few slick technological innovations to reduce heat. First of which would be the lubrication system. The turbos are self-contained meaning they have their own oil reservoir, a specially designed high-speed bearing oil, and a wick system that lightly mists the bearings as they spin. Less friction means less heat. The fact that they do not require engine oil for lubrication alone is huge as a hot turbo is surely heating up the engine oil to extremes as it passes through the turbo bearing assembly. Our oil is housed within the coldest section of the turbo: the front of the compressor housing. Where cold air is constantly passing by it and drawing heat away. The air is then passed through the turbo, compressed, and sent through the intercooler to be cooled once again before it enters the engine. In addition to the above our turbos also use high temperature material to separate heat form the turbine housing to the compressor housing, keeping the exhaust heat away from the air going into the motor. Each turbo also has a specially formed heat shield on the exhaust side to stop radiant heat from heating components around the turbo.

More detailed explanations of our turbos and the technology that goes into them can be found on our site:
Aerocharger Technology

posted 09-30-2009 09:34 AM                  

- 3,518 cc 3.5 liters 6 V 90° front longitudinal engine with 96 mm bore, 81 mm stroke, 9.6 compression ratio, cast iron block, light alloy head, overhead cam, automatic valve adjustment and four valves per cylinder
- Power: 160 kW , 214 HP @ 5,850 rpm; 221 ft lb @ 3,100 rpm

For 1999 and newer Prowlers I am finding some conflicting data on the compression ratio

1)

• 3,518 cc 3.5 liters 6 V front engine with 96 mm bore, 81 mm stroke, 10 compression ratio, overhead cam and four valves per cylinder
. Aluminum Block
• Multi-point injection fuel system
• Power: SAE and 189 kW , 253 HP @ 6,400 rpm; 255 ft lb , 346 Nm @ 3,950 rpm

2)

Engine type V-6
Engine displacement 215 cu.in.
Engine horsepower 253-hp @ 6,400 rpm
Engine torque 255 lbs.-ft. @ 3,950 rpm
Valvetrain SOHC
Valves 24
Engine bore x stroke 3.8" x 3.2"
Compression ratio 9.90 to 1

3)

1999 Plymouth Prowler See all Plymouth models
Bore × stroke 96.00 mm × 81.00 mm
3.78 in × 3.19 in
Cylinders V-6 in 60.0° vee
Displacement 3.5 litre
3518 cc
(214.682 cu in)
Type SOHC
4 valves per cylinder
24 valves in total
Construction aluminium alloy block & heads
Sump Wet sumped
Compression ratio 9.90:1
Fuel system SMPFi
Maximum power
(SAEnet) 256.5 PS (253.0 bhp) (188.7 kW)
@ 6400 rpm
Specific output 71.9 bhp/litre
1.18 bhp/cu in
Maximum torque
(SAEnet) 346.0 Nm (255 ft·lb) (35.3 kgm)
@ 3950 rpm
bmep 1235.9 kPa (179.3 psi)
Specific torque 98.35 Nm/litre
Maximum rpm 6800 rpm

posted 09-30-2009 11:43 AM                  

snowmobile kit $ 6,500

posted 09-30-2009 05:00 PM                  

Our G8 kit is a different beast. It is a very complex kit with some very intricate parts that really ad up in cost. Our goal with the G8 kit was to make the most bolt on horsepower and get people the fastest time at the track. Everything down to air volume at the throttle body was considered. In addition to performance we also include custom engine covers and a complex radiator shroud that is form fitting to our massive intake pipe. Each of which require a significant amount of time and effort to create.

Prototype components:

Production components:

All of these things added to the fact that it's a twin turbo application with the biggest turbos we make and twice the piping makes this a pretty expensive kit. Depending on options we have quoted a few people just under $10k for the G8 kit installed. However I see the Prowler requiring FAR less intricate piping and fabrication, cutting that cost down significantly. Especially if I could get away with only needing to run one of our big 66 turbos instead of two 53 turbos. That alone would cut the cost of the kit down immensely. In my eyes building an affordable kit is equally as important as building a kit that out performs the other options the owner has for their application, whatever their application may be.

posted 10-07-2009 11:46 AM                  

Where would you locate the turbos? The ideal setup and location for Prowler would be two small twin turbos intigrated in the headers (aft of where they come together and before the muffler). That is about the only location for the the turbos in the engine bay. I have seen turbos installed near the tail pipe of various cars, but there is too much lag back there.

posted 10-09-2009 02:43 AM                  

Thanks,

posted 10-10-2009 05:23 PM                  

So Twin Turbo's has been done (do a search and you can probably find so info on it) and could be done again. I don't ever remember reading any details once it was completed as far as performance.

OK I went back and did a search. this even includes the pictures after install

Not trying to highjack this just for imformation
http://www.prowleronline.com/ubb/Forum9/HTML/000468.html

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Larry & Sue Mayes