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| The Turbo Super Duty Build. (Page 42/63) |
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RandomTask
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NOV 08, 05:11 PM
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So did you hear anything back from cosworth about your cam stuff?
*fap* *fap* *fap* as I go through this thread. . .
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30+mpg
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NOV 08, 09:53 PM
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Hey Fast,
How much have you actually driven your Indy in the last 3 years?
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The_Stickman2
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NOV 08, 10:24 PM
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| quote | Originally posted by FastIndyFiero:
Heh, I think it actually might be LESS assembled than this time last year. At this point, all I need is some deciding factor to either use the Cossie stuff or the Pontiac stuff I already have. It seems like I've come 10 miles, and the long block is only about 1 inch away from being done (and done right too) if I use the Pontiac head. Lack of parts might end up nixing the Cosworth gear, but it's always been what I really wanted to try. The geometry of the Cossie head allows me to make optimizations with the intake and exhaust system that I wasn't able to do with the Pontiac head, and I think in a street environment the Cossie would probably be more reliable.
Anyway, the State of the Motor Address, by item (using Pontiac SD parts):
BLOCK - Needs to be plateau honed .002" and a couple oil holes on the deck plugged.
Crank/Rods/Pistons - Done
Head - Coated, P&P'd, Flowed, needs to be reassembled
Intake - Done
Oil Pan - Need one
Valve train - Need pushrods
Exhaust - Need to go through a few more header designs, it's a PITA
Clutch/Trans - Need to determine gear ratios => Trans => Trans spacer and spline for 3 disc 5.5" clutch
Engine management - Ehhhh......Haven't decided how done I am on this yet. (VEMS? MS-II? Big $tuff 3?)
This is your State of the Motor  |
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Ah!! you need an Oil pan. You should get one like this. I will need to have it modified to use the stock motor mount bracket but that shouldn't be hard. I wonder how many quarts it holds. I also have the one that came on my IMSA which looks like a stock oil pan with the sump modified and two tubes for the drain down from the intake. BTW I in no way paid anywhere near that $508 price tag you see on the pan.
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FastIndyFiero
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NOV 14, 07:21 PM
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Bored again.
Right now it's REALLY messy, and isn't the configuration I want, but it's buildable.
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RandomTask
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NOV 15, 08:31 AM
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just some quick tips on your exhaust, route them into the collector in correspondence with the firing order. By this, I mean, have the first cylinder that fires, next to the 2nd. Have the 2nd next to the 3rd, the 3rd next to the 4th, and the 4th next to the first. With this, it keeps a velocity (less turbulence) in your exhaust, increasing the scavanger effect. May not seem like much, but i've seen 5hp gains in 105 hp 600cc engines by ONLY doing this.
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FastIndyFiero
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DEC 02, 09:41 PM
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My turbo uses a divided turbine housing, so cylinder pairs 1-4 and 2-3 will be seperated from each other. This also means that the turbo C/L will be running fore/aft, so I might need to "clearance" the front firewall a bit. Or I may still design one that puts the turbo C/L running transverse. Don't know yet. That involves physical mockup that I need to do...
Here's a very short video of my more refined exhaust model:
http://www.youtube.com/watch?v=A-EQsGb0q9k
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88 Silver Formula
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DEC 02, 10:45 PM
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FastIndyFiero
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DEC 24, 03:47 PM
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I'm pretty sure it's done...Length from head flange to collector is 19". Each runner is composed of 4 seperate bends, 3 welds required for each, plus the transition from oval to round.
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The_Stickman2
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DEC 24, 09:40 PM
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RandomTask
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DEC 28, 08:21 AM
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| quote | Originally posted by The_Stickman2:
Why use 4 single flanges vs one large flange?
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You say tomato I say tomato. . .  Just a different way, four flanges will actually give you a little more adjustability and less weight  Also, when you build off one flange, you might hit some tolerance stack.
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