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a few notes.
first off, it's nowhere near a daily driver. second, we'll be using some derivative of the garrett gt series steel ball bearing turbos most likely. custom cam to match the turbo and 8500rpm powerband. perhaps a t3/t04b hybrid or something similar on the turbo if we nix the ball bearing option. my personal opinion is that ball bearing turbos are billed as better for wear and performance issues, but that the later is truer than the former. at which point, an extra pound of boost is going to do a hell of a lot more than a $700 set of ball bearing turbine shaft bushings. at that point the $700 could be better spent elsewhere. damn, i done convinced myself.
now, as for the tranny, i have no idea where he's going with that. granted, the engine as built will grenade any saab tranny with short notice. my dad (the owner of the car) is a very conservative driver with a LOT of finesse, so i doubt he'll be beating the crap out of the drivetrain, but i don't for a second doubt that he'll be timid about revving it up to 8000. i like the shot peened gearset idea. i'll have to look further into that whichever direction he goes for the trans. the only reason he's considering the 5 over the 4 is because he's under the impression that the drive system between the clutch and crank is better on the 5 speed.
as for the cooling system, there are a few ways we are going to go about that. first off, radiator, probably a becool aluminum unit. but i'll look into the company you mentioned. second, the reservoir tank will be relocated to avoid sucking air bubbles into the cooling passages, a problem i've heard volumes about. we haven't made a decision about the water pump yet. i'd go electrical right off the bat, but my dad is on the fence.
as for the head melting at 20psi, it'll be a cold day in hell that dad cranks the boost knob up that high. not a chance. i honestly think he's building it this stout and high boost capable just to try to thwart my efforts of competition with him in regards to a turbo project i've been working on for a while.
as for efi, the haltech controls variable boost (including a set of boost referenced fuel and ignition correction maps), true sequential digital fuel injeciton, direct fire ignition, you name it. it's a stout little ecu with a TON of features if you have a four cylinder. the more cylinders the fewer outputs you have available to use. for example, with a six cylinder, i can run sequential dfi, but i'd have to run wasted spark (3 coil) ignition instead of a six coil setup. if i wanted to run staged sequential injection, i'd have to settle for a distributor or an extra injector controller. and not to bag on c.i.s. but i'd rather not mess with it. if i had the car PRIOR to the turbo work and knew cis as well as i know dfi, i'd certainly consider it. but as it stands right now, i know turbo stuff and dad knows cis. and personally, i feel more comfortable starting blind with a digital map than i do with cis. the features of the haltech alone tip the scales for me (*more below).
last topic, intercooling. dad bought a big huge air to air core and is going to tig weld a fmic that is going to look like a full front end spoiler from the way he's describing it. realistically though, it'll probably be over two feet wide and six to eight inches tall. instead of water injeciton i think we'll probably just run a co2 bleed off system to spray on the fmic. trigger that system with the haltech's optional electrical fan trigger ( if inlet air temp exceeds x, then trigger until inlet air temp is under x). combine that trigger into a timed relay that will stagger the firing of the co2 and it might actually work without dumping the whole co2 supply in 10 minutes.
thats enough for now, i'll give more details when we iron them out. oh, and for the haltech features i mentioned above, here are just a few of the bells & whistles available with it:
1. flat shift switch - when clutch is depressed, engine cuts the advance back to stabilize revs until the clutch is let back out (ie rev to 5000rpm in first, hit the clutch without letting out the gas and it'll wait for you at 5000rpm hence lossless shifting)
2. nitrous spool up. you can run a 50hp wet shot off the line and the computer will fire it and shut it off just as the map sensor detects boost coming on.
3. anti lag switch - similar to the nitrous option above but utilizes a number of ignition related events to minimize lag.
4. boost control & correction maps - turn the knob and don't worry about fuel/spark/etc. it's already programmed. true on the fly tuning.
5. datalogging. the singlemost important reason i chose this system. it can simultaneously log 8 sensor outputs onto one datalogging sheet so that you can tune AND diagnose any issue, flat spot, etc. with the engine.
6. wide band o2 sensor capability.
and the list goes on and on and on...these are just off the top of my head, many of the features the system has aren't as applicable with this project (rotary specific stuff, torque converter lockup control, etc).
sorry for rambling,
jason
'75 BMW 3.0 CS Turbo
'78 IH Scout II w/ EFI
'85 Jaguar XJ-S Quad Sidedraft SBC Conversion
posted by 207.215.7...
, Fri, 12 Sep 2003 07:30:01
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