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Snipped from the Z28tt logbook notes back in 2001:
The Spearco Intercooler catalog arrived today, and I've chosen a good core. It will go lengthwise across the area in front of the radiator (narrow and long), with one inlet and one exit. The inlet will have a Y so both turbos can join together. The wide and short intercoolers had pressure drops that were much larger. The usable frontal area couldn't have been as large either, since you have the tanks going the length of the IC, instead of just at the ends. My choice for today is the Spearco 2-182 core, which at 735 CFM and 10 mph of ambient airflow has a pressure drop of 0.6 psi and an efficiency of 82%. I'll scan in the performance chart when I get a chance. I will most likely have to fabricate my own end-tanks to place the inlet/outlet at the top of the intercooler facing rearward. This will get rid of 4 90 degree elbows, which are around a 1% loss per 90 degrees (just add up the degrees of turning, and you've got a rough loss number...) I'm still working on the details...
How much power does that twin turbo set up put out. An I am assuming it is not a daily driver right.
Just wondering cuz I am buying a 500 Hp N/A motor for 6300 bucks. Just about turnkey. How much does it cost to make a set up like that? And how streetale is it, I live neer Boston, so it gets damn cold, the car will only be drivin in the nice weather, but the garadge still gets really cold (don't know if this matters) (my experience with turbo's is next to nothing). I can fabricate, so fill in any details you feel would help. THX
ps- what headers did you use?
Thanks for any insight
__________________ Selling:
-Victor Jr. intake, less than 4k miles on it.
This frontmount IC was built for 800-1000 hp. At times, I can be a big fan of doing it right once, rather than having to keep upgrading (i.e. overkill). It was a daily driver for a few years, then I went on a string of breaking axles, driveshafts, and torque arms, and finally started trailering it to the track. Right now, it's mostl;y apart getting modifications in between road racing track events, but I do drive it on the street as well.
The exhaust manifolds are from Gale Banks. I lived in Boston with this car for 3 years, with the turbos. Cold won't harm anything, except for making the tires rock hard, and traction hard to get on salty winter roads. Cost will depend on how much you can fabricate, and where you get your supplies. I've seen folks build junkyard turbo setups for well under $1k, and others use brand new parts for similar performance at $5k. I think it makes sense to just do it, try something inexpensive, and learn from that, rather than going all out your first time. I did this as a senior design project while getting my mechanical engineering degree, and kept notes in a logbook (i.e. a BLOG, before blogs existed) at http://www.skulte.com/turbo.html
Oh wow that is awsome. I am a sophmore getting my mech eng degree right now at Northeastern. I guess I will build the car for 500 HP N/A and when i get to being a senior, I will try to do the same kinda project. I will try to do it btwn junkwayrd and buying new parts. Like maybe new turos, and the rest make/fab....I would love to hear anymore details whenver you get the time. Like other parts on the car and such, thx. I live in Needham right outside Boston. Your car looks awsome.
__________________ Selling:
-Victor Jr. intake, less than 4k miles on it.
Thanks, Slo4dr. You should see the CNC port matching job I did on the TT banks exhaust manifolds, before I left my day job to run SPD full-time! It's port matched identically to the AFR210 heads. I should snap a few pictures - if you want the g-code, let me know. Hopefully the 1/2" or more of material I removed should help flow quite a bit! I also machined some 3/4" thick spacers to slip in between the exh manifolds and heads, which should help the turbos clear the valve covers. Bonus is that now there's plenty of room for 8 individual EGT thermocouples, for cylinder monitoring on the dyno. It took a few nights to make them, but the ground surface is perfect, along with matching the heads and exhaust manifolds very closely.
Dennis,
Cylinder pressure is what makes torque (and HP is directly related). The more oxygen and fuel you can squeeze in the cylinder, the more torque you make, whether it's one or two turbos, supercharger, or nitrous. If you start running big pressures, you will want to o-ring the heads (unless you like to have the head gasket be a "safety" that'll blow first before the pistons). Piston rings I'm using are what came w/ the JE pistons (I'll have to dig out the box to see which ones), but you'll want larger gaps than NA since the temps will be quite a bit higher, making the rings grow shut more than a colder engine (all metal expands as it gets hotter, so a ring would extend in length, but the cylinder bore would expand a bit less since it's colder, causing the ring ends to butt together if you don't have enough gap - I'm sure you learned that in your material class...). When I worked at Altran in Boston, a few of the engineers were from Northeastern too, and the CFO as well.
Thx for all the info. Yeah we have studied all that expanding stuff in class. I have to take thermo next semester, I am sure to learn a lot more about it then. hehe. Oh well Hope the car turns out perfect.
__________________ Selling:
-Victor Jr. intake, less than 4k miles on it.
Originally posted by askulte Thanks, Slo4dr. You should see the CNC port matching job I did on the TT banks exhaust manifolds, before I left my day job to run SPD full-time! It's port matched identically to the AFR210 heads. I should snap a few pictures - if you want the g-code, let me know. Hopefully the 1/2" or more of material I removed should help flow quite a bit! I also machined some 3/4" thick spacers to slip in between the exh manifolds and heads, which should help the turbos clear the valve covers. Bonus is that now there's plenty of room for 8 individual EGT thermocouples, for cylinder monitoring on the dyno. It took a few nights to make them, but the ground surface is perfect, along with matching the heads and exhaust manifolds very closely.
