My 930 had 38mm isolators. If a stock port is 32mm, there is a "step" from the factory. Fugly.

Dean, Zach was asking about puting Carrera intakes directly onto 930 heads. Turboberts picture of the gaskets shows the potential vacuum leak at the injector cut out. How did you get around this?

Zack, I think you also need to trim the 930 shroud to fit the shape of the Carrera intake (refer to gasket pictures as this is the shape of the cut out in the shroud), and the 930 turbo oil feed line will interfere with the drivers side manifold. Easy to resolve, otherwise isolators which are .5" plus will raise the manifold enough to clear the oil line.
Jim

Hi Jim,

I think I used SC intake gaskets between the head and the spacer. I think I might of hogged them out a little. But I can't remember.

Just to illustrate Jim's point, here are the gasket images superimposed on the isolator.

The factory 930 gasket intake diameter is significantly greater than 32mm. Like Jim said, factory Fugly.

http://forums.pelicanparts.com/uploa...1169325439.jpg


[Note: The drawings here are different than what I posted previously. And yeah, I know the left from right - it's becuase I rotated the images for chuckles]

I needed a bigger throttle body...


http://www.members.shaw.ca/imupnorth/tb1.JPG

http://www.members.shaw.ca/imupnorth/tb3.JPG

http://www.members.shaw.ca/imupnorth/tb4.JPG

The stock T.B. has the butterfly fully closed at 4 degrees. I soldered the new butterfly to a shaft cut at 4 degrees before machining. This produces the corect profile around the perimeter of the butterfly plate so it contours the T.B. bore correctly.
http://www.members.shaw.ca/imupnorth/tb6.JPG


http://www.members.shaw.ca/imupnorth/tb7.JPG

This the donor shaft from my Carrera T.B. The slot was 63mm long and needed to be 76mm.
http://www.members.shaw.ca/imupnorth/tb9.JPG


http://www.members.shaw.ca/imupnorth/tb10.JPG


http://www.members.shaw.ca/imupnorth/tb11.JPG


http://www.members.shaw.ca/imupnorth/tb12.JPG

Old butterfly is 63mm new one is 76mm (3")
http://www.members.shaw.ca/imupnorth/tb13.JPG

Inlet plumbing from the intercooler will be 3" diameter. The bend on top of the T.B. will be welded to the T.B. with a hose connection between the two bends in the next picture. I elected to not "rotate" the barrel of the intake manifold to make the T.B. point rearward because the 3" tubing would interfere with some future ducting which will (may) sit in front of the intercooler segregating the cooling fan from the intercooler.

edit, I looked at some aftermarket T.Bs but they were all 4"-5" long and I needed to accomodate the tubing elbow which sits on top of the T.B. This T.B. is 1.5" long and results in .75" clearance between the top of the elbow and the engine sound pad.
http://www.members.shaw.ca/imupnorth/tb16.JPG


http://www.members.shaw.ca/imupnorth/tb17.JPG

that is so sick! im subscribing

Definitely sick :D :D :D

But how did you know you need a bigger TB? (for the curious minds)

Here you go Hobieboy!

This earlier post is a good flashback for Jim's upcoming installements:)

Jim, you have an ability for taking just the right photos that make the process look deceptively simple;) I always find myself surfing for used lathes/mills after reading your posts. Can't wait for the rest.

For injectors, whose 72lb are you going to use?

this is great! I want to be Jim!

More thoroughly impressive work!
Excellent job!

Doug

Gary, I meant to reply to your comment. I never took pressure readings on the outside of the splades so I don't know if this would have been a positive pressure zone, however the differential pressure comparing the surface of the wing to behind the wing is OK with the splades installed = 3.5" water column at 130 mph. This will result in ambient air forced through the IC.

Hobbieboy, as Turbocabmike pointed out in my earlier post I was seeing a pressure loss at the throttlebody. In a discussion with another pelicanite it appeared there was a gain to be had, more so as boost increases. Fundamentals suggest you decrease thermal load from these types of improvements. How effective? I have no idea, except that the turbo will only have to spool up to 10 PSI instead of 11.25 in order to get 10 PSI downstream of the T.B. Issue gets worse as boost increases.

Turbocabmike, I orderd the 72lb injectors from SDS. If you want I could get you the part number on the injectors. They are Siemens units and they require a resistor on the ground leg of the injectors due to different impedence. They have a conventional pintle versus the multi orifice of the 42lb units. Regarding the shop stuff, I've been messing around for lots of years. Good accumulation of hardware and junk.

I'll post some poslished aluminum bling pictures tomorrow. Intercooler plumbing is done.

Jim

Jim,
Wow! Very impressive machining. Did you investigate the possibility of using a mustang or corvette throttle body? The corvette looks interesting because it has twin butterflies and flows in the numbers you are looking for.
What a great thread! Thanks for sharing your masterpiece.

fiveomotorsport.com carries the 72# Siemens injectors.

+1 on fiveomotorsport.com, I have done business with them and they are great and have almost everything you need.

WERK1 - I looked at several throttle bodies. The Ford 75mm aftermarket unit is over 4" long and would not fit for my application due to the space needed for the aluminum elbow leading up to it. I can barely fit my hand between the elbow and the sound pad with this TB being 1.5" tall. There is probably an OEM one out there somewhere, but I didn't spend too much time looking.

Dual butterflys don't integrate well onto the the Carrera manifold due to the square flange and round port, but it seems everyone with a turbo and Carrera intake is doing something a little different to deal with odd direction the TB points. I guess you could pretty much adapt anything with a little effort.

Thanks.

Last of my intercooler pictures.

The intercooler inlet tube splits most of the flow to the long side of the intercooler.
http://www.members.shaw.ca/imupnorth/ic24.JPG

The outlet is an elbow which goes into the intercooler to help the flow change direction on the way out, then a separate path on the right side for the core tubes behind the elbow. Difficult to describe.
http://www.members.shaw.ca/imupnorth/ic25.JPG

I'll need to find some really flexible bulge hoses for the unions. The ones at the speed shops here are more rigid than I expected.
http://www.members.shaw.ca/imupnorth/ic26.JPG

I have to get back on the bodywork, build a latch mechanism for the wing, port the throttle body opening on the intake manifold, get the wing painted... the list goes on.

Jim

Sept 07 EDIT - I've received a few messages from readers asking about my cost for this conversion.

The EFI system supporting twin plug was $3200. Deduct about six hundred for single plug. This included new injectors.
I got my intake manifolds on the Pelican classifieds for $400. They were priced a little under the going rate which seems to be more like $600-$700. Ensure you get the fuel rails, regulator, and hoses! Also get the linkage and the bellcrank pad which mounts to the engine. This would be "bolt on" as opposed to how I did my throttle linkage.
Misc hardware and wire supplies were probably worth about $250 though most of mine was on-hand.
Budget some money to adapt your your intercooler to the 3.2 intake. I suspect a fab shop would want about $500 to do this if you came in with an idea, your parts, and a fixture holding the intercooler in relation the to the throttlebody.
Porgramming the SDS system is simple. I was a little lost in the beginning but shortly caught on. You need a compatible wide band O2 sensor and meter to interface into the SDS computer for datalogging air/fuel ratio. This will set you back about $300-$400. No craziness "taking it to a tuner" for xxxx thousand dollars... here.
After setting a conservative timing curve I set the AFRs. Granted I spent a little time on this because of relocating my head temp sender, and then again for an injector size change, but the actual datalog runs and subsequent programming is fast. About three hours of driving over two eveings and things were ironed out pretty well. I continued to tweek the cold start values each time I'd drive the car. This was refined after about a week. The in-car mixture knob on the SDS make it very, very easy to diagnos if the car is running lean or rich under any condition, cold start, running etc. Just turn the knob and see if it cleans up. One direction lean, the other rich. THEN go back and make a correction in the programmer.

I spent $195 on dyno time to establish the final timing curve. I did one run retarding the overall curve by 2 degrees and compared the torque curve to the base run. I then advanced my timing 2 degrees from the original setting and compared the curve. This provided a pretty good idea of where the timing needed to be advanced, and where the advance was at the point of no return. I think I did about 8 runs total. Dyno guy was cheaper than most.
Note that a simple K&N cone or cylcindrical shaped filter can be used instead of what I did. You would have to use some flex hose to adapt the filter to the factory 930 "S" pipe which goes through the sheet metal.
I got a credit back of $900 on the sale of my CIS system/intake manifold/WUR.
I noticed another Pelican member bought a large Blown Six intercooler which was designed to go right onto the Carerra manifolds. I think this cost him about $2000 but provided a very good intercooler upgrade, however it upped his cost of the conversion dramatically.

EFI $3200 for twin plug
O2 meter $350
Intake manifolds $400
Misc. $250
Second set of injectors $360
Dyno time $195
Sub total $4,775
Credit cis system $900
Total $3,855
(still need to sell the old injectors ~$200 credit)

EDIT - The pressure drop across the hand built 3" throttle appears to be negligible, perhaps .5" hg or .25 psi. This could easily be pressure gauge error.

EDIT - See this thread for the completed intercooler:

http://forums.pelicanparts.com/911-930-turbo-super-charging-forum/345151-930-intercooler-project.html

Couple rough laps at Calgary's 2.1 mile road course
http://www.youtube.com/watch?v=0NEH5di4Yds

Hey Jim,

I watched your video on Youtube.com. What a blast!

I like the aircraft gauge. Can you tell me more about it? What is it hooked up to? I have the Carrera manifolds. I think there is a test port? Did you run an air line from the Carrera manifold to the gauge? Also, you have 2 needles, what else are you measuring pressure of? Do you have a seperate gauge for boost and fuel pressure?

I am planning to run .5 bar without an intercooler. Can that gauge measure boost and fuel pressure at the same time?

Thanks,

Jeffrey

Jeff, it's a twin engine aircraft gausge. It was discussed a couple pages back. In the video it's hooked up above and below the butterfly. It works good for measuing pressure loss across the I/C and throttle body. Gauge limit is too low for reading fuel press.

Thanks Jim,

I read those pages. If I understand correctly, it is reading in barometric pressure? 60 = 1 bar

Would that same gauge be helpful for me if I was planning to run half a bar? 30 = .5 bar?

I found a few of those gauges on Ebay, but they only had one threaded fitting on the back. See link below...

http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=280126594257&sspagenam e=ADME:L:RTQ:US:1