|
Thanks for the reply, but like I said, it's the old school thing....
Sure the electronic injection has its advantages, but I'm hesitant of converting over with all of the brains and wiring issues. If it really came down to doing the conversion to electronic fuel injection, I may as well just transplant a 32V motor into my 928. (I suspect it would be very expensive and beyond my technical abilities.) That being said, it would seem to me that 400hp is easily attainable when you're starting out with (comparatively) a small block that already does 229hp (my Euro 4.5 16V), before a short block change. Heck, a 5.0 Mustang does those kind of numbers without even breathing hard. As you have pointed out, though, the real meat is in the heads and cams, and the K-JET can be made to handle upwards of 500+ without too much fuss... Keep after it, and I'll keep watching. regards---rhjames http://forums.pelicanparts.com/uploa...1170478391.jpg |
Well...I ran out of time yesterday on the installation. It is so close right now...I'm getting frustrated becasue I want it done...but it has to be right. Been terribly cold this week here, so it takes at least 1 hour to get the garage to a reasonable temperature. Just know that while the rest of the public was watching Football, I was under the car.
Some food for thought...here is a Nissan SR20 DET dyno sheet with the same (single) TC I am using two of on the 928. This unit has the .64 A/R hotside housing and was used on a Nissan SR20 DET. Consider I have two of these units with the larger hotsides on two 2.5 liter cylinder banks. It will be interesting to see how the 5.0 liter responds to two of these units. I beleive this Nissan was run on 18 psig or so. http://forums.pelicanparts.com/uploa...1170694905.jpg |
As I said in the 16v post, an excellent set-up you've got.
While I'm still a ways from building my hybrid, the numbers for them are there. About 400 hp before turbo's (Mark Kibort did it with his race car), a lot more afterwards. (Although I'm almost thinking I'll just keep it at 5.0 and save the stroker money for another day. The real key is in the head/cam work.) Looking forward to your 32V numbers. (I won't do like some folks have about getting a argument started between where the HP/torque figures should be or shouldn't.....That defeats the point.) regards---rhjameshttp://forums.pelicanparts.com/uploa...1170702053.jpg |
Remember, dyno correction factors can drastically skew numbers. I still say 400 CHP from an engine like that is a ways out there. But it all depends on how high you turn it...that is how the little Honda engines can make 250 HP on just 2.0 liters.
I see no reason this build should not put down close to or over 500 ft-lbs on moderate boost levels. Hold that torque across a wide rpm band and you'll make a lot of power. |
Update 2/14/07:
Last night I completed installing the liquid cooling circuit for the turbochargers and filled up the cooling system with Pentosin 50/50. I've confirmed the pumping circuit will flow an ample supply of coolant to each charger. Those chargers are going to love the run delay timing circuit have installed...it allows coolant circulation for up to 6 minutes after engine shut down! All oil lines are run. I have to install the remainder of the induction plumbing and the exhaust, then she is ready to fire over. It has been terribly cold here so finding time to finish up has been difficult, but I'm really pushing to have it fired over this weekend, I hope on Saturday. I had to replace the battery last weekend due to it sitting for 9 months on the bench. It also didn't help that I took Sunday off to go skiing! What was I thinking? ;) I have my EPROMs, burner and everything else I need to complete this thing! This beast should roar by Sunday! |
Well....we should hear something within the next 48 hours. http://forums.pelicanparts.com/uploa...1172288738.gif
|
That was over a week ago......shoulda been last Sunday, I wonder what the status is?
|
With the break in the weather and the weekend here I expect to have the car turned over tomorrow. A few obsticles last weekend, but nothing serious at all. I just have to hang the exhuast and wire the pumps. Seemingly small tasks, but everything has been slow due to this being a side project right now. The sub zero weather has not helped progress either! Additionally, I've been working 10-12 hour days this week at the real job.
|
You don't have to explain that to me. I'm from the warmer climes (near Mark). I don't work on the car if the temp drops below 50.
Good Luck. |
Sunday 1:30PM...I have the exhaust hung and I'm moving onto the pumps and hookup of the final plumbing to each TC. If I don't hit any barriers I should be idling by 6:00 PM today.
50 degrees is warm working weather for me this year. This is as warm as it has been since December! |
John, when you finish that machine, I'D like to make you an offer for it.Seriously.
Kevin |
Reasonable offers will be considered...after my R&D is done. I have toyed with the idea of selling this car upon completion and getting myself an ultra low-mile car to convert. It all comes down to what the offer would be.
|
Well.....did you get the S4 running yet?
|
My LH brain is dead. I turned the key to the on position and all I heard was 8 injectors firing. Tell tale sign of a dead brain. Apparently this is a normal deal for the LH to go out like this. Luckily, there is a replacement on order. It will be a little while until I get the new brain. This gives me some time to route the crankcase breather lines and mount the air filters so she is fully road worthy!
In the interim here are a few more photographs. A shot of the pass. side charge air cooler. The two charge air coolers are sized for up to 750 HP (combined) give or take, these are a full 4.5" thick core. The mounting brackets took some thinking to get right, but they are very rigidly mounted into position. Notice the fender strap back to the charge air cooler. The finishing touches are what make any build really nice, it is also this detail that takes a lot of time to get perfect. Air feed will be ram-air from the nose of the car with a louvered inner fender liner on the discharge side. http://forums.pelicanparts.com/uploa...1172545548.jpg A shot of the car up on the stands for final fitting of plumbing. What you see here is with all of the plumbing installed in the vehicle, there are no pipes hanging down, in fact there isn't anything in harm's way. It has taken on a factory appearance from both underside and top side. http://forums.pelicanparts.com/uploa...1172545606.jpg |
A shot of the custom downpipes with individual vent paths for the wastegate dumps and turbine outlets. Keeping these gasses apart avoids the turbulance associated with dumping the wastegate gas in just at the turbine discharge. This type of setup has been shown to have a positive impact on power production. Notice the "angle of introduction" back to the main line, flow paths have been optimized for maximum effort.
Additionally, wastegate and turbine gasses are divided by means of a baffle in the turbocharger discharge cover plates of the downpipes. Locating the turbochargers where they are took a lot of time and patience, but it will pay dividends compared to mounting at the rear of the vehicle. The heat loss from my head ports to the turbine wheels is going to be minimal! Remember, it is this heat energy that is used to drive the turbine and consequently the compressor wheel! ENTHALPY! http://forums.pelicanparts.com/uploa...1172546707.jpg |
Thanks for updating, nice work!
|
Ed,
I heard Charlie wanted two turbos to go with the titanium rear suspension. ;) I once had an English Setter with a stainless steel rear suspension. He went 10+ years on that build-up. |
Quote:
|
Herr,
I was wondering if you had a chance to get a "weight" on your engine/turbo setup??? (just the engine and turbos---out of the car by themselves) I had not seen it discussed, so maybe you could forward those figures? regards---rhjames http://forums.pelicanparts.com/uploa...1172605453.jpg maybe one of these would fit.....665 cubic inches, 1150 hp, 950ftlbs torque. 475 pounds wet. |
RHJames I'll bet that engine gets about 2-3 miles to the gallon! John's will retain the 20-22. (as long as his foot is out of it!)
Kevin |
Good observations on the fuel economy. I'm hoping I can still get the 20-22 on daily drive...that is darn near what my 5 jug S4 gets back and forth to work (I tap into the boost a lot though). This is the true bueaty of the turbo, there is nearly zero penalty when cruising, even at high RPMs and low loads. It sits quietly in the background until you drop your foot and call for it. Your docile, well mannered 928 then becomes a real blast of a ride. With the way my 4.5 and 4.7 builds have turned out and knowing this car has so much more potential....let's just say I have high expectations out of it.
Regarding weight...I have not actually weiughed all the bits up, but I'm sure total there is some weight added. However, this is nothing 0.2 psi won't take care of in a hurry. ;) Induction plumbing could be made of aluminum to shave weight. I don't think the additional is enough to mess up the balance of the car though. In the case of my dog's stainless rear end, it was a shattered leg between the knee and the hip. The biggest piece was just one inch long...the rest was shattered. He got an erector set plate and was back in business after 6 weeks! |
Yeah, the Indy motor isn't quite a "street" engine, at least the one I was thinking about. 16:1 CR isn't quite streetable, but they do make a 605 ci motor at 10:1 (750 HP--775 ftlbs torque). Then again, I think I'd just drop the CR on the 655 down to get it streetable.
I was just curious if Herr had thought about a total engine weight including his turbo setup..... Everybody had no problem putting a Chebbie in a 928 (ala Renegade kit), but I was toying with the idea of dumping an all aluminum big block Mopar in one. (What the heck, it costs the same as Phil Threshie's 6.4L 32V stroker, but makes a lot more power---I've not seen any dyno reports of his making more than 500hp.) Dimensionally, I believe it would fit. Then it's nothing more than fabbing up adapters for the clutch and torque tube inputs..... motor mounts are easily fab'd using aluminum motor plates on each end of the block, bolting them to angle pieces welded to the frame (same way we build a drag car). No EFI to mess with, no computers to limit what you're doing, just raw power. Fun discussion, these things are, but when you're looking at the cubic dollars to do it (which ever way you go), one has to look at all of the possibilities. Of course, there's always a HEMI in that mix as well. Mmmm......750 hp to start with, then add a turbo setup. That would be a deal. Speaking of weight reduction: Changing from the 16 inch tire/wheel combination I had, to my current 19 inch tire wheel combo, had a net weight reduction of over 45 pounds. Now there's weight we can all afford to lose, if we're trying to go just a little bit faster. regards---rhjames http://forums.pelicanparts.com/uploa...1172733038.jpg |
By the way Herr,
you might fix that wiring issue on your right front. looks like the ABS wiring--- Such a nice setup to have a busted bunch of wires showing..... I didn't notice any mufflers (?), and what size are the pipes you're using? Keep it up--looking very nice. regards---rhjames |
Yes, my doner car has some miles...but this was planned...wanted to make sure the car could handle the boost with high miles.
For now the exhaust is stock, minus the rear can. The downpipes are 2.25" diameter. Longer term, I might upgrade to a dual 2.75" or so. My goal was to not have to upgrade the full exhaust on this car to make good numbers. KISS concept. Once the brain gets back from Ott's I'll be able to turn the car over...JUST as the weather is shaping up! Nothing like good timing! Cheers. HK |
Herr-Kuhn, do you have a website, how can you be contacted?
|
T-max you can email him at herr-kuhn@netzero.net . He is out of town right now he will be back nexted week.:)
|
how is it coming ,john?
Quote:
|
Im interested in doing this to my euro 85 16v but will probably have to drop the cr(10.?) whats your cr and max boost
|
The 16V cars run well on 8:1 The 32V cars shoudl be able to run decent boost on the stock compression because of the superior design of the combustion chamber.
I'm starting the tune on the 32V twin turbo today. |
Hi, anyone know where I can buy those black filter adapters. Those that go on top of the radiator. PM me please or text 973 930 6164
Quote:
|
| All times are GMT -8. The time now is 09:56 PM. |
Powered by vBulletin® Version 3.8.7
Copyright ©2000 - 2025, vBulletin Solutions, Inc.
Search Engine Optimization by vBSEO 3.6.0
Copyright 2025 Pelican Parts, LLC - Posts may be archived for display on the Pelican Parts Website