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5 minutes after the post i started from scratch with runners going below the front frame to fit the exhaust pipe on the exhaust side right on top of the manifold.. Otherwise I would end up with to little free space on the hot side of the engine and i guess it would be far to hot if i put the exhaust pipe on the cold side, right below the intake manifold..
However i managed to end up with an equal lenght exhaust manifold of 69cm runner lenght again with only a few changes to the previous idea. Still full separation, equal lenght and no tight bends. Only the charger's alignment a tad different making it a bit tricky to redesign the lamps for fitment but that serms possible.
Is this going to be mainly a street car? If not, and because it's LHD, maybe consider putting turbo in your passenger seat footwell. Much better weight distribution and you don't have to come up with a miracle exhaust system. It could be side exhaust. If not, where are you planning on having your post turbo exhaust system Chris?
Voith - I've never seen it done too, however i don't like the looks and would much prefer to stick to the carrera headlamps. However I find your thinking outside of the box approach amazing. In a good way ofc.
Patrick - firstly due to a lot of free space i though why not put the post turbo pipe in front of the engine and then through where stock turbo mounting spot is and then down and to the back.. I was silly thinking it could have been heat isolated enough but all in all it would all weigh a ton and it would be most likely cooking all the other gear under the hood so i tweaked the manifold in a way so that the post turbo pipe could fit on top of the exhaust manifold and then down where the crossover was. Next to the head it would have to be oval but could fit.
I like your idea of putting the turbo in the passenger footwell very much and i didn't think of that before - not only makes a better weight distribution but the whole system would end up significantly lighter.. But i can't find a reasonable piping idea for the cold side with that concept unless i go with top mounted intercooler like Impreza STI has.. though there is absolutely no room on top of the engine in a 944.. I feel like if i go with a front mounted IC and a passenger footwell mounted turbo, then the intake pipes are going to be very long and correct me if I'm wrong but with their volume, wouldn't it defeat the purpose of a shorter exhaust manifold? I could go for it if i knew how to make a decent intake for it. How is it done in builds you've came across?
As for the build - it's track only but: - i need to pass a dynamic sonometer test of <96dB (they measure sound on full throttle on main straight of one track i'd visit the most) and due to regulations i need to pass some road legal examinations where side exhausts are prohibited. That fortunately is not that bad though. The noise test is extremely annoying - i remember some stock(!) 991 and 997 gt3s that needed dB killers cause they wouldn't have passed on stock silencers.. The reason of that is big problem of new suburbs built in vicinity of the track and people organizing themselves in order to close the facility. Unfortunately, for polish law, the fact that the real estates were cheap as hell because of the noisy area and the fact the track was there over 50 years before they even started building the suburbs have no value..
by the way - if i'l relocate the turbo behind the right lamp, the air will be cought from below, either from the hole in the bumper, or more likely from inside of the fender (less dirt to swallow).
if the turbo will be placed in the passenger footwell, i will be able to mount a bigger IC, a second IC, or simply close that hole cause then the intake would land in the battery area.
About the battery - I'll go either lithium or condensator way. I'm leaning towards using Aliant YLP14 or YLP18/24 lithium battery since supercondensator unit sounds tempting but the process of charging and it's frequency might be a serious PITA..
The abovementioned Aliant are extremely lightweight LiFePO4 batteries and you can mount them in any position, including upside down etc.
specs:
YLP14 - 14Ah, 490A CA, 245A CCA, weight.. 760 g
YLP18 - 18Ah, 750A CA, 400A CCA, weight 1 600 g
YLP24 - 24Ah, 900A CA, 490A CCA, weight 1 650 g
X4 - 18Ah, 480A CA, 400A CCA, weight 1 620 g
for comparison two classic batteries first one "light" and the second one stock dedicated:
Varta YTX20L-BS 18Ah 250A. weight: 6 500 g
BOSCH SILVER S3 70Ah 640A weight: 16 750 g
btw - the photo was found on the internet and it's not my car.
I don't own any rights to it and I only painted on it.
If the owner wants me to, please contact me and i will delete it.
I finally got my bottom end gear from balancing, knife edging and such.. Its been a while since last time i was that excited. After all not much left before reassembly
My first ever brand new wheels.. In about 15 minutes I'll know for sure whether they fit without spacers or not.. The tires are old but i will change that to new semis as soon as we map the engine..
06-27-2015, 04:10 PM
