When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Good day mate,
Wilson is undergoing some changes because I tend to go too hard in a particular direction and later regret it. I also will be tidying up loose ends and improving things on this thread.
Tifo and others were right; full cage in a street car is stupid. So, step one is to start cutting the cage.
Welcome back. Good to see you figured out about the cage. Unless you're driving around with a helmet - 100% of the time - it's not a good idea in a street car.
Not to criticize what you've done by cutting pieces out, but all you needed to take out is where your head might make contact in an accident (or even less). Tying in the cowl or the lower A-piller, to the rest of the structure, is not necessarily a bad thing.
Scott, Thank you for your words!
fwb42, Great idea for the turbo stuff for a sweet conversion!
Below: The Sparco seats I bought are so much larger than the old FIA seats that I started getting worried I would have to take grave measures to get a position that is easy to get in and out (that's a priority for me on this build) but serious modification to the 4 piece brackets I had fabricated previously was exactly what was needed to seal the deal. Woohoo!
Cyclone, the later 944 oem seats are a bit more comfortable (noticeably better lumbar support) and weigh about the same. These are (don't quote me) 27 lbs (+-) or so I'm told, but where the weight savings can be made is by deleting the power option... then you could save (totally guessing here) around 10-15lbs per seat. The mount has to be around 1" tall from floor board and in the case of a non-rollbar car, a slider track could be used (see Sparco, Corbeau or OMP). I will not be using sliders. I cannot comment on the comfort of these seats because I have no seat time on them, but the quality is very good & they are a bargain. I wanted a safe seat that looked good & was compatible with 3 point and 4 point harnesses (as I think I will install both harnesses in the car, so the occupants can choose based on driving requirements).
Well its not a fast process but I like the results. As Scott suggested, I kept the side door bar and also the tubes connecting the firewall to the a-pillar. Had to make new small tubes to change the angle & allow easier ingress/egress. I think it would be a waste not to maximize any benefit of the "ol' cage" for chassis stiffness or safety.
Well, I am enjoying the new cab room after the cage is gone, but the R100 Sparco put me in a close to factory driving position, so I unbolted the "flip up" steering wheel adapter. Now I am bolting the 3" deep 350mm steering wheel straight onto the adapter I made. It fits onto the stock Porsche late steering wheel hub which accompanied the 4 spoke wheel (after grinding off the fasteners). Because its a street car, I like the automatic signal light cancel operation... when I ran a momo wheel and adapter, it never cancelled the signal (for reasons beyond me). Anyway I thought I'd post photos in case anyone is interested. The tube size in this adapter is 1 3/4''
This log style manifold might be a "first" in terms of having two outlets. Log manifolds are known for being durable but are criticized for having the the exhaust pulses fight each other to exit the log. My solution will be having two 2.5" flex pipes exit then merge into a single 2.5" pipe in the typical 951 location.
Nice engineering. I'll go opposite direction and try to bring all four cyl's separate as close to turbo as possible. Got the inspiration from Mazda skyactiv exh. Manifold.
Thanks Voith! Are you planning on running the turbo in the factory location? Will you have multiple primary tubes under the oil pan or closer to the oem merge?
Its an interesting proposition having a remote turbo. I can't fit my 104E turbo onto my log manifold, but if I wanted to go with a small turbo, I could!! Can you say autocross king? But then oil drainage has to be re-worked (I'd probably have to use a $500 oil pump) and honestly I like the rush of the bigger turbo. I googled "log manifold vs long tube headers" and read a number of reports from the turbo'd LS Corvettes/Camaros and most of them prefer the manifold (less lag). But those guys are muscle heads.
Your horsepower expectations exceed mine. I'm just looking for 300 RWHP and anything over that is a bonus. When on a gravel road, 300 feels like 500.
What is most important to me is reliability and drive-ability and I made an error with the first log by brazing parts of it... and well, brazing cracks on a manifold.
Yes, factory location but I'll have to move it a bit aft because twin scroll internally wastegated turbine housing is huge.
I'll try to do multiple primary tubes under the oil pan but not sure if it will fit, ideally I'd merge pairs just before turbo.
Mazda uses long tube manifolds on its skyactiv turbo engines and because of it they are able to run pump gas 14:1 CR!! Exhaust path will be long but I'll make up on the intake side where turbo will be plumbed directly to TB. Chargecooler ftw.
Dude that sounds totally crazy (I love it)! Regarding tubes under the pan, I'd say you wont have the room unless maybe you cut the oil sump (possibly re-route the oil pickup tube). Or maybe lift the engine. Or lift the suspension? Perhaps the best solution is a mild combination of all of these & then you can keep the pickup tube location stock. Just brainstorming ideas bro.
04-03-2020, 12:12 PM
Wilson's new thread
Chargecooler ftw.