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I emailed with the Coachman guy in September. Still available. It does require wiring up a second fuel pump though and the instructions show needing to rip out the plastic tray, which would be hard for me to do on a brand new '97 tank!
Awesome man! Just got a PM from Fritz so I think he is looking at his schedule as well. I'll be at Road Atlanta the weekend before with Renna and a bunch of other FD's(I'll be in the mustang though) if you guys are feeling really froggy.
Haha, that's a LONG drive. I haven't even been successful in getting Fritz to come with me to Watkins Glen yet.
Originally Posted by Brent Dalton
Awesome man! Just got a PM from Fritz so I think he is looking at his schedule as well. I'll be at Road Atlanta the weekend before with Renna and a bunch of other FD's(I'll be in the mustang though) if you guys are feeling really froggy.
It's the metal baffles (not the plastic tray), and it's fairly common on 93 cars, especially tracked cars. Mine were just loose for a while and kept knocking the fuel gauge float off.
Eventually they break loose. Sometimes, they apparently can be rewelded, which is tough enough, but mine would've required training, soaking, splitting it open, fixing it, and rewelding it.
Yeah, my '93 R1 FD was low miles (30k), but had spent its life as an auto-x car since 1997.
First clue for me should have been the fuel gauge did not work, but I was an FD nub.
I got my 1st clue when the car died, I traced it to the fuel pump fuse, found many fuel pump fuses in the glovebox.
So that is why the fuel level gauge didn't work and the fuel pump fuse was blowing!
The steel tank baffles had long ago broken out and were floating around the gas tank *sparking* against the fuel pump + terminal blowing the fuse (luckily before the car exploded apparently).
Blown motor is just an excuse for a 4 rotor project. Cures all the problems. No boost creep when you are N/A. Plus dead reliable. Did I mention the sound?
I'd be more up for a three rotor turbo... I almost bought Silver6port's car over the winter. The four rotor sound is of course amazing, but I love the three rotor sound. It sounds like a bad-*** straight-six to me (whereas the four sounds like a V16 BRM F1 car)
I will absolutely not run any surge tank or pumps that sit in the trunk—I can't believe how many people do that.
I was skeptical about running one on my FD, but ease of updating your pump set up and fixing your fuel starvation, I've decided to run it. But the safety issue during an accident did play a major roll and I've thought very hard how dangerous it would be. I liked the Radium Engineering ones because how they are made, their brackets, and I've seen some of the drift guys who's been in an accident without an issue. Ones that I don't like are the ones that body of the tank mounts directly to the car. In case of an accident, I could see deforming of the body can break the surge tank.
Update: I blew my motor at WGI, almost certainly from fuel starvation, so I'm currently breaking in a new IRP motor (along with addressing the starvation cause), and will likely go for tuning with the setup as-is and see how that performs.
It's not an easy thing to test variables, because pulling the entire turbo system each time is a pain.
Ohh no, that sucks! Who/where will be doing your tunning?
Originally Posted by BLUE TII
Damn, sorry to hear about the motor!
I hope you get the fuel system sorted out. I am trying to decide what to do there as well.
Racing class I am in will only allow a Holley sock or replace the tank with a 16 gallon fuel cell.
Next class up allows the simple fuel surge tank set-up I would rather do (with the Holley fuel sock).
Wait, I thought I read somewhere that the holley fuel sock was not ideal for premixing. Are you not premixing anymore, or was I reading "rumors" on the holley fuel sock?
I've got the TNT surge tank I could install, but it's the check valve version for a single pump. I think the ideal would simply be the lift-pump version, maybe just using a stock pump to fill the surge tank, and the 044 (or whatever) to supply the motor.
Thanks. "the problem" definitely has to do with flow to the wastegate runner on the front rotor. The exhaust deposit images in my other thread show that. The cast manifold appears to be the same shape, but I guess the cast nature of it would allow for more cutting into the material?
I went and took a look at the placement of the turbo on Ihor's (IRP) new manifold. If that holds boost (as proven by dyno testing), I'll consider a switch, although the low/back placement of the turbo on the Turblown hit is really great from a packaging perspective.
Update: I blew my motor at WGI, almost certainly from fuel starvation, so I'm currently breaking in a new IRP motor (along with addressing the starvation cause), and will likely go for tuning with the setup as-is and see how that performs.
It's not an easy thing to test variables, because pulling the entire turbo system each time is a pain.
Just for anyone else reading we already had a customer try a different iwg manifold and it made zero creep difference on his( also swapped to the larger size pipe( even bigger than 2 inch tubing). Also we continue to have other who experience no creep with the open 8374 and bigger combos.
Just for anyone else reading we already had a customer try a different iwg manifold and it made zero creep difference on his( also swapped to the larger size pipe( even bigger than 2 inch tubing).
so to simplify this:
are you saying the issue is not caused by the manifold design?
Last edited by jacobcartmill; 02-22-17 at 11:25 AM.
I didn't suggest modifying the Turblown manifold because I think there is a flaw in the manifold creating a boost creep issue.
I feel like the problem is the front wastegate runner on the EFR exhaust housing, not the Turblown manifold.
I feel there just isn't an easy fix to the EFR exhaust housing because the problem is the front runner doesn't have as much "lead in" as it could since it is so close to the flange for the manifold.
That is the reason I mentioned modifying (porting) the manifold and turbo housing.
One may be able to design a manifold to work better with this EFR exhaust housing short coming (for instance by having the front runner intercept the turbo flange at an upward angle from horizontal and pointed back to direct the incoming flow at the wastegate runner)- but this would probably be detrimental to flow/spool from the turbulence in the front turbo main runner.
I would rather run a quieter muffler to stop a boost creep issue if possible.
I am theorizing that some careful porting as shown here might help alleviate boost creep without impacting turbo response/spool as much as the porting Peter has done that did work for him.
This idea is derived from my actual experience fighting boost creep with IWG Stock Hybrid S5 TII turbo.
The way I'm thinking about it, I should have been clearer: "The problem" is the turbo design, as BlueT2 notes, that front wastegate runner just doesn't get the cross section to the airflow that the rear does, and that shortcoming may or may not be exposed more or less by manifold design. Blue T2's porting idea is interesting—provided there's material there to do it, and it doesn't cause gasket blowouts/flange leaks.
It's VERY puzzling still that some people don't have the issue at all. Two things that will be different on my car this time round is that the port shape will be different (Ihor reworked them), and I've swapped the Rywie hardness for a custom Ludwig thing. Both potentially affect timing.
We'll see—if suddenly my spring pressure is 8 or 9 psi instead of 11 or 12, I'll swap the unported housing back and see what I get.
The way I'm thinking about it, I should have been clearer: "The problem" is the turbo design, as BlueT2 notes, that front wastegate runner just doesn't get the cross section to the airflow that the rear does, and that shortcoming may or may not be exposed more or less by manifold design. Blue T2's porting idea is interesting—provided there's material there to do it, and it doesn't cause gasket blowouts/flange leaks.
It's VERY puzzling still that some people don't have the issue at all. Two things that will be different on my car this time round is that the port shape will be different (Ihor reworked them), and I've swapped the Rywie hardness for a custom Ludwig thing. Both potentially affect timing.
We'll see—if suddenly my spring pressure is 8 or 9 psi instead of 11 or 12, I'll swap the unported housing back and see what I get.
Ideally, flow to the wastegate runners should be equivalent and at an acceptable angle.
Based on a fully-divided design, I can see where it was tough to make the wastegate runners equivalent, and for a piston engine it probably doesn't matter.
I should've bought your car Gene. I've basically ended up with a slightly modernized version of it!
UPDATE: With break in successfully completed, I headed back up to IRP for dyno tuning. I of course picked a day when it snowed 3", so the car was COVERED with grey sludge kicked up by my truck on the way over. What's new at this stage?
1. IRP Stage 3 ported motor, lightened/balanced rotating assembly and RxParts.com seals
2. New LMS Harness to replace Rywire
The car layed down 440 horswpower, and over 400 (401) ft-lbs of torque at about 16 psi. Those are Mustang dyno numbers. The lower (13.5-14) setting yielded 420/350, which is fantastic in itself, but look at that big jump in torque at higher boost. This was all on pump gas with 1:1 premix. Thank god on the latter... it was revealed after that one of my OMP jets went bad, and puked a little oil out of the tiny filter I installed to show when these go bad! No damage, so I'll get them swapped out this week.
As I noted to Elliot, the combo of port/tune seems to have restored some of the spool lost with the ported turbine housing. We took it for a very short road test (it was too nasty out to really drive it), and 4th gear tests showed 15psi by 2850 rpm or so.
I can't wait to A. Clean the thing, it's filthy, and B. take it out for some driving in halfway decent weather. Big thanks again to Ihor at IRP for sorting out the wrongs done to this car by, ahem, other shops.
02-20-17, 12:18 PM
