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Progress on my new build


tristanlee85

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I'm getting closer to finishing this car and I'm getting really excited to be able to probably not be able to drive it. Here's what I've got so far.

 

Engine:

JE pistons

Crower rods

1999 block and crank

1997 ported and polished DOHC head

FSR Motorsports turbo cams

 

Drivetrain:

MP3 transmission with MP2 5th

ACT 6-puck clutch kit

Welded differential

 

Turbo

FSR Motorsports turbo header

T04e turbo

3" downpipe and side-exit exhaust

Tial 38mm wastegate

Turbo XS RFL blow-off valve

FSR Motorsports intake manifold

GM 3800 throttle body

FSR Motorsports radiator/intercooler combo

 

Engine Management"

MegaSquirt 2 w/ Ford EDIS ignition control

86lb/hr injectors

IAC valve via MS

Boost control via MS

 

http://www.plastikhosting.net/uploads/tristanlee85/turbo/v2/head_port6_s.jpg

 

http://www.plastikhosting.net/uploads/tristanlee85/turbo/v2/engine_top_s.jpg

 

http://www.plastikhosting.net/uploads/tristanlee85/turbo/v2/edis_setup_s.jpg

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I'm just staying with the stock flywheel. The Fidanza would have been nice on a stock clutch, but with the Fidanza with a ACT street disc, most people have to rev to 2k when engaging the clutch. The extra mass will benefit me more than it will hurt me.
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Looking good Tristan --

 

Take advantage of the injection % delay on the MSII code -- it should be a great help to those with big injectors with a low idle/small cube package.

 

For right now I'm starting off with my 42lb/hr injectors with the MS1 MSnS E code so I can use the fuel and spark map that I had on the last engine. Granted this engine will breathe much better with the cams, I'm going to be pretty lean to start off which is good. The last thing I need is washing the rings while trying to start the car for the first time.

 

I can't wait to switch over to the MS2 and use the Ford EDIS and all the other sweet features. The stock OBD1 ignition module craps out around 6500 rpms. It's like hitting a brick wall when it happens.

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looks good,

 

my only criticism/advice would be on plenum size/shape of the intake manifold. It appears to be too small, you will lose power, and more importantly the #1 cyl is going to get a lot more air than the #4 cylinder due to that design, which means one cylinder will be lean, and the other rich, which means differing EGTs which means tuning problems, efficiency loss, etc...

 

the second thing is the welds on the downpipe, I can appreciate a guy trying to learn and do it himself, but you may want to check the DP for porosity and weld depth just to make sure you are not going to have problems w/ cracked welds and/or exhaust leaks. (then again, I am also only basing this off of a couple of pictures and not actually seeing it)

 

Great build, nothing like learning by doing!

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I questioned the intake as well, but realizing how much better it is over stock and that the welder has a similar setup on his car and makes 450+hp, I'm pretty confident I won't have problems with it. Plus, it was flow-matched (not by me) and all runners were within a couple percents of each other.

 

I actually didn't weld the downpipe. It was tigged by AlphaTuning and while it doesn't compare as well to the quality on his site, it believe it will be fine judging by success of his other products.

 

I pressure tested the downpipe and header for leaks. The header had a crack where the flange merged with the collector, but I welded that up. We shall see...

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looks good,

 

my only criticism/advice would be on plenum size/shape of the intake manifold. It appears to be too small, you will lose power, and more importantly the #1 cyl is going to get a lot more air than the #4 cylinder due to that design, which means one cylinder will be lean, and the other rich, which means differing EGTs which means tuning problems, efficiency loss, etc...

 

I don't think the power is going to be an issue once in boost. From my experience modeling with ricardo and fluidworks, having above ambient pressure behind the intake valve really makes any sort of wave length tuning trival, not to say it won't benefit, but the gains would be small.

 

I don't know the size of the piping but from the horsepower level you've estimated -- you most likely won't hit choke flow.

 

The shape could be better, but its not uncommon for production vehichles to have a varience of about 15% lambda from cylinder to cylinder during cruise (one cylinder 14.7:1, other maye at 17:1), most designs will stabalize to about 4-5%, more so of 2-3% for performance applications.

 

Again, turbos make intake design somewhat simple:

-Air likes to go straight

-Don't make sudden small to large changes (anything over 10* angle will disrupt flow to a point where you want to avoid it)

-Large radius EVERYTHING

 

Not to say following design principles won't hurt, but with turbocharging/supercharging -- you can over simplify intake manifold design.

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Also -- keep in mind using a batch/bank system evaporation rate is going to vary from cylinder to cylinder even with a perfect intake design. With the MSII delay % option, you can have more control over when (what crank angle) the injectors fire, which gives you a better chance at injecting on a closed valve....which is a very very VERY good thing to do.
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The intake will work, i would have gone with a larger plenum size but fitament and clearance may have been an issue. Would have been better with a flat floor for the plenum with velocity stacks machined into them but this one was probably cheap and easy.

 

Cant wait to see dyno numbers.

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They most def. gave the wastgate priority on flow................jeebus

 

The idea behind that was so that the header would flow like a N/A header, leaving all the runners equal so the wastegate wasn't bleeding off one runner. It isn't equal length, but at least the exhaust flow through the wastegate is coming from the collection of the runners and not just one.

 

I'm curious as to how it would help/hurt if the wastegate and turbo switch places.

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The intake will work, i would have gone with a larger plenum size but fitament and clearance may have been an issue. Would have been better with a flat floor for the plenum with velocity stacks machined into them but this one was probably cheap and easy.

 

Cant wait to see dyno numbers.

 

As soon as the manifold is above ambient pressure (1psig) -- all of the imperfection is quickly canceled out since you're mass flow rate is going to be similar if not greater to a race spec NA manifold.

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I agree to a point, BUT, larger plenum volume equates to increased volumetric efficiency throughout the engine range (I agree that it is to a small point though). I however cannot agree to the flow rate per cylinder, I have test VERY similar setups with both Ricardo, and more indepth analysis with Virtual 4 Stroke, and correlated that with real world data on an eddy current engine dynometer, all of this was part of my Thesis, which was on intake manifold design and theory. I demonstrated unequivocally that in log style plenums, the smaller the volume got, the larger the affect on cylinder temperatures and efficiencies, the lose in total engine power was not extemely significant (usually in the ~10% range) but the affect on the engine could not be neglected.
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I agree to a point, BUT, larger plenum volume equates to increased volumetric efficiency throughout the engine range (I agree that it is to a small point though). I however cannot agree to the flow rate per cylinder, I have test VERY similar setups with both Ricardo, and more indepth analysis with Virtual 4 Stroke, and correlated that with real world data on an eddy current engine dynometer, all of this was part of my Thesis, which was on intake manifold design and theory. I demonstrated unequivocally that in log style plenums, the smaller the volume got, the larger the affect on cylinder temperatures and efficiencies, the lose in total engine power was not extemely significant (usually in the ~10% range) but the affect on the engine could not be neglected.

 

Tests done with or without restriction? What pressure/denisty were you modeling at -- and were you modeling for compressable flow? Honostly I'm just curious and am not trying to debate you at all. I think I've woken up to the fact that engineering isnt so much designing, but compromising.

 

If this were a strictly NA motor I'd be giving you a thumbs up, but anytime I've worked with compressable flow -- the rules tend to bend a bit.

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Tests done with or without restriction? What pressure/denisty were you modeling at -- and were you modeling for compressable flow? Honostly I'm just curious and am not trying to debate you at all. I think I've woken up to the fact that engineering isnt so much designing, but compromising.

 

If this were a strictly NA motor I'd be giving you a thumbs up, but anytime I've worked with compressable flow -- the rules tend to bend a bit.

 

that is the key.... and I am not debating at all, just an interesting subject, and another strong aspect to engineering is learning from those around you who may have some new insight or fresh eyes to something you haven't seen :thumbsup:

 

As far as restriction, I ran unrestricted vs. 20mm restricted

 

pressure/density, i would have to go back to the lab computer and recheck, its been over a year! and my memory is horrible

 

no compressible flow, for a couple reasons, it is very hard to accurately calculate w/ compressible flow due to its unlinearity. So I can see where bending the rules applies here.

 

I can see wher my results compared to this case may lose validity due to all testing and analysis being ran were for a naturally aspirated engine.

 

anyways, I guess we have kind of hijacked this thread, SORRY!

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