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One of the continuing themes with the twin turbo project is that THERE'S NO FRIGGING ROOM anywhere in the engine bay. John's looking to optimize packaging to the point of switching fittings at various critical areas. Here's a new, slightly more space efficient y-fitting for the turbo cooling circuit that needs to break out of the main coolant circuit and return there while being set up to run with an electric pump for a short period of time after shutdown.
Forgive the dumb question (out of my ignorance RE: all of the ins and outs of the intercoolers' plumbing runs) but have you already commandeered the space where the wiper washer tank sits in the passenger side fender, or is that already spoken for with other components?
Forgive the dumb question (out of my ignorance RE: all of the ins and outs of the intercoolers' plumbing runs) but have you already commandeered the space where the wiper washer tank sits in the passenger side fender, or is that already spoken for with other components?
No, it's still there. Here in New England, you need the big tank for sure. In California, you may get away with only that tiny tank near the windshield.
Somehow the Venn diagram of driving a ~1000 hp Turbo 928 in conditions where you'll be washing the windshield frequently just doesn't seem like there'd be a lot of overlap. Rain X + keep it in boost = everything is blown off the glass...
Somehow the Venn diagram of driving a ~1000 hp Turbo 928 in conditions where you'll be washing the windshield frequently just doesn't seem like there'd be a lot of overlap. Rain X + keep it in boost = everything is blown off the glass...
It's "all season" conditions literally all the season here in the land of Massholes. For example, we've got this sort of pollen now that roughly resembles "ectoplasma" from Ghostbusters. It just sticks in harder at high speeds, and won't come off the windows without some fluid and a wipe.
Drove to SITM and back without using the windshield washers. Needed to use them once. They were clogged. And then it rained.
Venn diagram intersection is minuscule. A washer tank inbetween the teacup-sized firewall plenum tank and the seventy-bajillion-gallon fender tank that provides some more volume for Turbo bits seems a good idea.
Pollen.
Go ahead. Write that again. I dare ya.
I #%€~ing hate tree sex. It's like breathing liquid sandpaper.
On topic: How much accommodation for motor mount deterioration is there between the manifold and the Si hose?
Drove to SITM and back without using the windshield washers. Needed to use them once. They were clogged. And then it rained.
Venn diagram intersection is minuscule. A washer tank inbetween the teacup-sized firewall plenum tank and the seventy-bajillion-gallon fender tank that provides some more volume for Turbo bits seems a good idea.
Pollen. Go ahead. Write that again. I dare ya. I #%€~ing hate tree sex. It's like breathing liquid sandpaper.
On topic: How much accommodation for motor mount deterioration is there between the manifold and the Si hose?
I like to keep this car as stock as possible, since under 2500 rpm it drives very stock like. It's only above 2500 rpm that the turbos will unleash the fury.
On the motor mounts: The system is clearanced to work with both new and old stock motor mounts. It's _NOT_ cleared to work with any other motor mounts. Stock only. The binding constraints are actually with the pipes downstream of the exhaust manifold, those have the tightest clearance in terms of engine install height.
definitely made in Australia.. they even printed the picture upside down on the part
Speaking of "made in Australia", I am at concert right now and Iggy A. is up soon. Those hips can't lie, as they say...
Bebe Rexha on stage now:
So I'll be hanging out with Halsey on a pretense of some cancer charity stuff before her set while John is cutting the intercooler bracket templates at home...
Once all those brackets are ready the twin turbo project is going to start moving on forward at warp speed.
These are various sensor bungs. Mostly they are for the pressure sensors, but they accept temp sensors as well.
One idea is to get enough sensor data to be able to infer a complete compressor map for these modified turbos. The turbos have been going thru a lot surgery to fit in, and we need to estimate how much the compressor map has changed because of those cuts and welds.
Another measurement that is even higher priority is measuring the intake manifold absolute pressure vs. the (average) exhaust manifold absolute pressure. The prediction (a guess really) is that we'll have the exhaust back pressure below the intake manifold pressure up to about 4500 rpm, after which point it'll cross over.
The intercooler pressure drop is interesting to know, but it's not like we can do anything more to help it as the space is completely maxed out with these cores and the dual pass configuration.
The boost pipes are stainless steel. Aluminum might be theoretically better but, guess what, there's no space for Al pipes! Yes, the wall thickness makes a difference, that's how tight this setup will be. The stainless pipes inside the wheel well will be painted black, so they won't be visible.
Some oil safe hoses and black couplers:
Expecting the brackets to be ready and cut this starting week, after which the big components will all be hung and pope fabrication will start. It'll be "hung" in more way than one, given the pipe diameter.
Coming right along. I'm really interested to see the finished version. Should be amazing. If I ever hit the Powerball..........
Let's hope it'll work out as we expect it to.
Point one in Powerball: my car is going to end up being pretty expensive. However, everything we're doing to the car is planned out to be reasonably economical to replicate. The next person doesn't need a winning lottery ticket to have the same system, just a really good night at the blackjack table (and skipping the post-game step of "making it rain" at Spearmint Rhino...)
Point two: How about that Brexit vote? Cha Ching for some people for sure! And the market went predictably nuts afterwards.
Reflection on point two. It was a bad month for the Brits:
Point one in Powerball: my car is going to end up being pretty expensive. However, everything we're doing to the car is planned out to be reasonably economical to replicate. The next person doesn't need a winning lottery ticket to have the same system, just a really good night at the blackjack table (and skipping the post-game step of "making it rain" at Spearmint Rhino...)
Point two: How about that Brexit vote? Cha Ching for some people for sure! And the market went predictably nuts afterwards.
Definitely lower cost on the subsequent cars but yeah, I'd still need a good night at the table, or maybe an inheritance, or I could sell off part of my gun collection. LOL. Nope, that aint gonna happen. :-)
I was shocked that the Brits are leaving the EU. Good on them. Definite implications for the 2016 election. We'll see.
The brackets in the intercooler side are necessarily complex with this new system. This is because... There's no space! The brackets need some adjustments in basically all degrees of freedom such that the intercoolers can be fitted in the space without touching anything, including not touching the expanding tire at 200 mph (should the 55 mph speed limit ever be exceeded by such a margin...)
200 mph runs have not been in the cards here in New England this summer. There's been a bit of traffic. The most egregious example was last Sunday when it took me and my oldest almost 4 hours to drive under 90 miles from her swim meet. About 90% of the hp of my daily driver were unused and unusable.
It was still fun to spend time with this pre-teenie when she couldn't run away and at least seven people complemented us on the ride:
06-16-2016, 01:51 PM
Turbocharger coolant lines and the fitting
