pics - BLUE TII's AWESOME engine setup - hFMIC
01-16-03, 11:39 PM
#51
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Originally posted by BLUE TII
I am Japanese wannabee for sure. Would that be Wanabe San?
Ian
I am Japanese wannabee for sure. Would that be Wanabe San?
Ian
I gotta go back and take a second look, and read the previous pages before I critique, but I saw mentioning of 3% duty-cycle at idle, 80 grit swirl-sanded ports, taper bored/knife edged plumbing, etc...OMG. Anyone else notice the Ny-lock nuts, T-bolt clamps, painted hose brackets with new rubber grommets being used through-out? Very, very nice... Ian, my high regards to you and this "Roys" person that you mentioned.
real quick... May I suggest mounting your second oil cooler location(horizontally, of course) where the stock intercooler was located?
In support of the Horizontal I/C theory... this particular I/C (pictured) was mounted horizontally on the Dave Jolly Racing S5 RX-7 Turbo which was tested and monitored at Daytona resulting in much improved cooling and speed. Anyone know or have any pics of this race car?
Sensei
01-16-03, 11:52 PM
#53
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Originally posted by BLUE TII
I am in Northern California. We have no emmissions testing where I live. Very nice! If we get emmssions tesing in my area before FCs are exempted by age; well, by then I will have all the stock stuff I took out of the car rebuilt- so I can put it in.
I am in Northern California. We have no emmissions testing where I live. Very nice! If we get emmssions tesing in my area before FCs are exempted by age; well, by then I will have all the stock stuff I took out of the car rebuilt- so I can put it in.
01-17-03, 12:27 AM
#55
Choritsu-shi-
Ha, thanks
That IC you showed will never work, look how small the duct is . It looks VERY much like mine except it can come out w/ IC and mine is integral to the car.
Seriously, though this is totally nothing new. NACA first experimented w/ mounting radiators in planes wings in the 20s and having an inlet at the leading edge, an expanded duct for efficiency and the outlet in low pressure area on top of the wing.
Here is a report from 1942 outlining different designs of the same concept. They play around w/ inlet location since they want to maximize air intake when the wing is at an angle (plane climbing) and reduce drag when cruising (level)- but the concept is the same. My configuration is pictured and graphed in there. http://naca.larc.nasa.gov/reports/1942/naca-report-743/
The configuration is nothing new in the automotive world either. The Cobra Daytona coupe of the 1960s had a front intake and hood only exhaust for its radiator.
Its basically tried and true- so it is amusing to see responses like "it will never work because..."
QUOTE-
Ha. Where in northern california is that? I'll need to come get a post office box there, cause I don't wanna have to turn my setup back.
I'm way up in Humbolt county. My friend in the bay area just "moved back in w/ his parents in Humbolt" (as far as the DMV knows) at my suggestion when he started his Subaru turbo project.
Ian
Ha, thanks
That IC you showed will never work, look how small the duct is . It looks VERY much like mine except it can come out w/ IC and mine is integral to the car.Seriously, though this is totally nothing new. NACA first experimented w/ mounting radiators in planes wings in the 20s and having an inlet at the leading edge, an expanded duct for efficiency and the outlet in low pressure area on top of the wing.
Here is a report from 1942 outlining different designs of the same concept. They play around w/ inlet location since they want to maximize air intake when the wing is at an angle (plane climbing) and reduce drag when cruising (level)- but the concept is the same. My configuration is pictured and graphed in there. http://naca.larc.nasa.gov/reports/1942/naca-report-743/
The configuration is nothing new in the automotive world either. The Cobra Daytona coupe of the 1960s had a front intake and hood only exhaust for its radiator.
Its basically tried and true- so it is amusing to see responses like "it will never work because..."
QUOTE-
Ha. Where in northern california is that? I'll need to come get a post office box there, cause I don't wanna have to turn my setup back.
I'm way up in Humbolt county. My friend in the bay area just "moved back in w/ his parents in Humbolt" (as far as the DMV knows) at my suggestion when he started his Subaru turbo project.
Ian
01-17-03, 12:38 AM
#56
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Originally posted by BLUE TII
I'm way up in Humbolt county. My friend in the bay area just "moved back in w/ his parents in Humbolt" (as far as the DMV knows) at my suggestion when he started his Subaru turbo project.
I'm way up in Humbolt county. My friend in the bay area just "moved back in w/ his parents in Humbolt" (as far as the DMV knows) at my suggestion when he started his Subaru turbo project.
There ya go.
Ill give ya twenty bucks if you let me use your address as my home address and you forward my registration to me when it comes
J/k, but is there like a mailboxes etc or something up there that i could rent a box at and they could forward my mail? Ill have to look into that. But it may get kinda pricey...
01-17-03, 09:11 PM
#57
DOH, I made some mistakes in last nights posts-
The smallest point in my IC duct is actually 43.65 inch sq, and so is 5% BIGGER than Corky's 1/4 of frontal surface formula. Oh good, I would rather be just over recommended than just under...
Also I mentioned SCC had project Sentra w/ CF reverse scoop. It appears it is Turbo magazines project Sentra.
Sorry for the errors, Ian.
The smallest point in my IC duct is actually 43.65 inch sq, and so is 5% BIGGER than Corky's 1/4 of frontal surface formula. Oh good, I would rather be just over recommended than just under...
Also I mentioned SCC had project Sentra w/ CF reverse scoop. It appears it is Turbo magazines project Sentra.
Sorry for the errors, Ian.
01-20-03, 01:39 PM
#58
QC Motorsports
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"also, i dont know why he put his BOV on after the IC. whats the point in wasting cooled air... if you put it on be4 the IC, you wouldnt make the IC soak up some unessisary heat."
I showed this to my freind and he was wondering this. I'll check back with ya later.
Charles
I showed this to my freind and he was wondering this. I'll check back with ya later.
Charles
01-20-03, 02:18 PM
#60
well, the BOV is only "blowing off" when you *dont need* the pressure since its just when you let off the throttle, so i dont know. it probably doesnt really matter if its cooled and or hot air that gets let out via the BOV, since its still "blow off" air if you will. that air would just go back throught he intercooler and still maybe hit the compressor, so i dont think its a big deal.
maybe he just wants his pretty BOV to be seen ?
maybe he just wants his pretty BOV to be seen ?
05-31-06, 03:23 PM
#65
"also, i dont know why he put his BOV on after the IC. whats the point in wasting cooled air... if you put it on be4 the IC, you wouldnt make the IC soak up some unessisary heat."
I showed this to my freind and he was wondering this. I'll check back with ya later.
A couple of reaons I see to put the BOV just in front of the Throttle Body.
1. Easier on turbo. When the throttle plates shut the air the turbo has already compressed but hasn't made it past the throttle plates hits the plates and reverses direction. Having the BOV right next to the orgin of the reversion means reversion pulse is quickly relieved out the BOV. The closer the BOV to the turbo the more chance the reversion wave will make it to the turbo and cause compressor stall/surge/reversal.
2. Better boost response between shifts. When the throttle plates shut and the BOV opens the reversion pulse off the throttle plates is first vented and then boost continues to escape the BOV as the turbo is still spinning from inertia. By venting this boost as far from the turbo as possible it means the longest air column possibel in the IC and pipes is still moving maintaining inertia so once the throttle plates open again there is less work for the turbo to do speeding/compressing the air up to its boosted state.
As for addressing your concern of pushing hot compressed air through the IC when the BOV is open further heating the IC-
Once the BOV is open the only restriction on the compressor outlet side of the turbo is the size of the BOV opening and there is no exhaust gas available to drive the turbo compressor.
This means the turbo is moving air through it, but at very low pressure and therefore very little added heat.
In addition it is for a very short period of time compared to the period of time on boost. I don't see it being a significant factor in raising IC temps.
I showed this to my freind and he was wondering this. I'll check back with ya later.
A couple of reaons I see to put the BOV just in front of the Throttle Body.
1. Easier on turbo. When the throttle plates shut the air the turbo has already compressed but hasn't made it past the throttle plates hits the plates and reverses direction. Having the BOV right next to the orgin of the reversion means reversion pulse is quickly relieved out the BOV. The closer the BOV to the turbo the more chance the reversion wave will make it to the turbo and cause compressor stall/surge/reversal.
2. Better boost response between shifts. When the throttle plates shut and the BOV opens the reversion pulse off the throttle plates is first vented and then boost continues to escape the BOV as the turbo is still spinning from inertia. By venting this boost as far from the turbo as possible it means the longest air column possibel in the IC and pipes is still moving maintaining inertia so once the throttle plates open again there is less work for the turbo to do speeding/compressing the air up to its boosted state.
As for addressing your concern of pushing hot compressed air through the IC when the BOV is open further heating the IC-
Once the BOV is open the only restriction on the compressor outlet side of the turbo is the size of the BOV opening and there is no exhaust gas available to drive the turbo compressor.
This means the turbo is moving air through it, but at very low pressure and therefore very little added heat.
In addition it is for a very short period of time compared to the period of time on boost. I don't see it being a significant factor in raising IC temps.
05-31-06, 03:35 PM
#66
the only question is how well does that cool in traffic
Very well. The IC has a surprising slow rate of heat soak despite being under the hood presumably because of the stainless divider between it and the radiator. The IC also cools quickly at low speeds as it has its own duct and being horizontal heat rises out of it easily.
The radiator is huge and the Black Magic fan cools it quickly when it heats up idling parked. Even driving at low speeds is enough cooling the fan does not come on.
That said, it isn't very fun in traffic. The 11# flywheel, race clutch, and spool happy turbo make it pretty damn jumpy. You have to rev it up to 1,500 to 2,000 rpm and ease out of the clutch. If you rev higher it will chirp pretty hard if you let off the clutch too fast and don't let off the gas fast enough.
I've been teaching my GF to drive stick on it If she can drive that there isn't much she can't drive, right?
Very well. The IC has a surprising slow rate of heat soak despite being under the hood presumably because of the stainless divider between it and the radiator. The IC also cools quickly at low speeds as it has its own duct and being horizontal heat rises out of it easily.
The radiator is huge and the Black Magic fan cools it quickly when it heats up idling parked. Even driving at low speeds is enough cooling the fan does not come on.
That said, it isn't very fun in traffic. The 11# flywheel, race clutch, and spool happy turbo make it pretty damn jumpy. You have to rev it up to 1,500 to 2,000 rpm and ease out of the clutch. If you rev higher it will chirp pretty hard if you let off the clutch too fast and don't let off the gas fast enough.
I've been teaching my GF to drive stick on it
If she can drive that there isn't much she can't drive, right?
05-31-06, 05:01 PM
#68
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Originally Posted by DarkKnightFC
HAHA. I don't think I'd ever let my GF drive my car. Even my best friends don't get to drive it. I'm just a selfish SOB I guess.
Dude i have to agree. bu then i wouldnt let anybody drive jes to be safe.
05-31-06, 07:33 PM
#69
People who respect it and would or have help(ed) fix it get to drive.
I gave my freind who has a 300ZX a quick demonstration ride before handing him the keys. He wouldn't drive it over 4,000 rpms after my demonstration made such an impression.
My GF was keeping it under 2,000 rpm driving around. I'm hoping she will work her way up to redline in time.
ScrapFC doesn't seem to mind opening her up though and I return the favor in his FC
I gave my freind who has a 300ZX a quick demonstration ride before handing him the keys. He wouldn't drive it over 4,000 rpms after my demonstration made such an impression.
My GF was keeping it under 2,000 rpm driving around. I'm hoping she will work her way up to redline in time.
ScrapFC doesn't seem to mind opening her up though and I return the favor in his FC
05-31-06, 08:13 PM
#70
And the Revolution...
Yea, I guess its just all about respect. People respect your car because they're scared to **** of it, especially after one of your demo rides. I don't have nearly the things done to mine so it wouldn't get out of hand so easily.
06-01-06, 09:44 AM
#71
Senior Member
That is one hell of an FC!!! I just wish I had the money and time to spare to do that to one of mine... Im sure I could come up with the money, but being in the military, I seem to spend more time away from my babies than I do IN them. I have been to a lot of import shows and seen a lot of clean engine bays in FCs and that has to be the nicest I think I have ever seen. Im just real curious how long you spent building her..... BEAUTIFUL WORK MAN!
