Boost question
01-24-2003, 10:51 PM
#1
Nordschleife Master
Thread Starter
Boost question
On a US 83, how much boost could one use w/ the stock pistions crank, etc? I know the fuel system would have to be sorted out, and the L-jetronic might have problems adapting to the compressed air.
I'm just curious from a stand point of the engine holding together. It's not like I'll be able to do anything about it any time soon, but it makes for an intersting use of monoploy money. :-)
Thanks.
I'm just curious from a stand point of the engine holding together. It's not like I'll be able to do anything about it any time soon, but it makes for an intersting use of monoploy money. :-)
Thanks.
01-24-2003, 11:00 PM
#2
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That is a question with no answer .....depends on the condition of your engine especially headgaskets . If the coolant has been neglected and corrosion has eroded part of the head gasket sealing surface which is not unusual increased cylinder pressure could easily cause it to fail . Bolting performance parts on a 20 year old engine is " iffy " at best . You might want to check into the 944 turbo / 951 list and look at some of their issues .
01-24-2003, 11:47 PM
#3
FWIT
Keep in mind this is strictly late model Camaro/Firebird info.
Last I read on the subject 3-5lb boost was no problem, the head gaskets were doing just fine,
stock engine management without chips and no re-map.
However, transmission was the weak point(6 spd auto), traction was non-existant at the strip for the first 60 to 100ft. Driver had to launch under less than kickdown go-pedal conditions then floored it at the 60-100ft mark. Respectable!
When they went to larger turbo (8-13psi, I think)the torque converter and tranny had short lifespans, were going to BUILT lock-up converters and tranny.
Also, larger turbo resulted in worse ET's due to turning tires into spinning blobs of Vasaline.
I'll have to dig thru my automotive stacks for particulars. I'll try to post search results tomorrow.
I still think spacers (thick copper gaskets) will be needed to reduce compression. Yeah, I know, why reduce compression when you are trying to make HP?
But, in the early engines even under 10:1 we would have to reduce compression, add alcohol/water injection, or a mappable engine management system. The last two being a bit expensive, and perhaps a little complicated.
I would rather only gain 25 to 40 perceent more HP and not frag the engine. I really enjoyed looking at the FAST burnout mpeg clips but no is talking about what happens with big boost...
Wheel hop, trashed TT's, Tranny's, TC's, lean out after 1/8, 1/4, 1/2...mile.
All of this turbo talk has my ear and I've been doing unusually long engine compartment inspections in our State Highway Road Maintenance yard. All kinds of different systems, single, twin turbo's, with and without wastegates, some have sensors others don't.
Tubing runs from the simple to Rube Goldberg.
Our Diesel Mechanic didn't know until this morning that the Schwarz Street Sweeper, and the Emulsion Tankers were twin turbos. Odd really, we identified the 'first' turbo as a Garret but we can't identify the second turbo -yet-. He's getting interested.
Keep in mind this is strictly late model Camaro/Firebird info.
Last I read on the subject 3-5lb boost was no problem, the head gaskets were doing just fine,
stock engine management without chips and no re-map.
However, transmission was the weak point(6 spd auto), traction was non-existant at the strip for the first 60 to 100ft. Driver had to launch under less than kickdown go-pedal conditions then floored it at the 60-100ft mark. Respectable!
When they went to larger turbo (8-13psi, I think)the torque converter and tranny had short lifespans, were going to BUILT lock-up converters and tranny.
Also, larger turbo resulted in worse ET's due to turning tires into spinning blobs of Vasaline.
I'll have to dig thru my automotive stacks for particulars. I'll try to post search results tomorrow.
I still think spacers (thick copper gaskets) will be needed to reduce compression. Yeah, I know, why reduce compression when you are trying to make HP?
But, in the early engines even under 10:1 we would have to reduce compression, add alcohol/water injection, or a mappable engine management system. The last two being a bit expensive, and perhaps a little complicated.
I would rather only gain 25 to 40 perceent more HP and not frag the engine. I really enjoyed looking at the FAST burnout mpeg clips but no is talking about what happens with big boost...
Wheel hop, trashed TT's, Tranny's, TC's, lean out after 1/8, 1/4, 1/2...mile.
All of this turbo talk has my ear and I've been doing unusually long engine compartment inspections in our State Highway Road Maintenance yard. All kinds of different systems, single, twin turbo's, with and without wastegates, some have sensors others don't.
Tubing runs from the simple to Rube Goldberg.
Our Diesel Mechanic didn't know until this morning that the Schwarz Street Sweeper, and the Emulsion Tankers were twin turbos. Odd really, we identified the 'first' turbo as a Garret but we can't identify the second turbo -yet-. He's getting interested.
