"Hopefully it doesn't require changing the manifold, because that's adding new variables to the table"

no... the manifold remains constant. i agree that if diff manifolds were involved the results would be greatly diluted. the most valuable item from this project will be the comparative data, not necessarily the absolute numbers.

last week, thursday, before i left for Texas i called BR and they were looking for s V band ring and thought i had it... which i didn't. i asked them to get whatever they needed. pronto.

i spoke w them tues and they had finished the install of a new BAP and cleaned up the wiring connections. Luke was on the dyno so i ended up talking w him ystda. no ring has been found so Adam is simply modding the modular exhaust section to a diff V band.

as soon as this is done the car will be on the dyno.

i empathize w all the delays as i can assure you i am more interested than you in getting the data. most of my car was built by me. things go faster when the process is in direct control. this is not to blame Beyond Redline as most of the time delay sits on my shoulders. in a perfect world the thread might be starting now rather than a year ago but we did start the journey back then and accomplish a number of things during the interim.

there are no guarantees in life but i am highly motivated to actually get this project done.

howard

 

LOL @ the troll. Go check the Lounge prison buddy.

Could you link to some of your contributions that will astound us with their accuracy and incredibly quick time frame of accomplishment? Just do it in another thread.

 

I do appreciate the info and such that howard puts forward, its more the wading through 18 pages to find something useful then finding out the test hasn't been carried out yet that is a touch annoying.
Let it be a lesson to anyone else not to post until they are actually testing haha. I know all about delays, I have my own workshop too and my own cars suffer accordingly.

Of course I am still watching keenly for the results of testing

 

Nice work Howard, looking forward to the results.

 

Thanks in advance Howard.

 

I dont post too much on this site. I search and read, and it had served me well. When i needed to learn about suspension for my FD howards suspension thread taught me all i needed to know. When i searched heat shielding it was howards posts that helped me, mainly the "save the whales, save your motor part II". The point is that howard coleman is to the rotary community what ghandi was to the hindu's. Howard shares real world data that most people hide and keep to themselves. Howard enlightens people to the rotaries real capabilities. If it takes him 3 years to complete this thread, i will still stay subscribed. With that said. Howard hurry up and put the bw 362 on the dyno. Thats my main choice for a smaller, more responsive, more useful turbo for the street. I am impatiently awaiting your results

 

my apologies to some as this is a bit off topic to the thread but,

there's real good news on the Texas Mile front....

there was alot of paddock talk that this would be the last event at the facility. i was really worried about the event ending before having a chance to run.

i received a blast email today from the event organizer stating that they had fully concluded an agreement w nearby Beeville Airport and an inaugural event would be run, i think, Memorial Day.

that will be too soon for me as i have the turbo project and some road racing to do before i switch over to my 200 mph build program. i assume if all goes well for the first event they will have their normal October run and i will be ready for it.

anyway, GTH that the event is live and well.

howard

 

It seems we have a contradiction here I also would like to know what defines a 'useful' turbo for the street?

 

i really expected to be on the dyno today...

instead, i recveived a call from luke ystda aft. they had finished the v band and had been idling the motor for a while. after warmup it wouldn't start. luke took off the elbow and found the root problem that caused the diffuser failure in november.

i had filled in the large air hole on the throttle body w JB Weld. a portion of it was missing. no doubt it broke the diffuser traveling into the motor. that explains the scratched bearings. when i took down the motor late last year i did not separate the UIM from the TB. the JB W had been part of the TB for a few years. i am really surpised it came unglued.

luke is going to do a comp check but it is my opinion that the motor has to come apart. the turbos have to be checked of course.

with each challenge i become more resolute to get the project done. i hope they will have the motor out monday and if so it will be apart and in the fix process immediately.

howard

 

Sorry to hear about that. I know a Chevy owner who bought an aftermarket intake manifold from someone who had recently grenaded their engine. He installed it and very quickly blew his engine that had been running fine for a long time. Upon disassembly he found there were still bead-blasting materials inside the intake manifold he bought. I'm not too familiar with piston engines (or engines in general) but apparently there are some sort of baffles or passageways inside the manifold that are difficult to clean.

An RX-7 throttle body is a bit less complex than a small-block manifold, however. What passage did you block? Was it not possible to drill and tap and plug the hole, or is this one of those 'hindsight is 20/20' situations?

 

That really sucks Howard. Hopefully it didn't damage anything.

thewird

 

Pretty sure Racing Beat, Rick and Roger use Devcon as a filler for its thermal stability.

 

About 5 years ago, I also filled the large hole used for the ISC air source in my TB.
I did two things to insure its integrity and to prevent it coming loose:
(1) after cleaning to remove all/any oil, I took a Dremel tool and roughed up the inside surface from the front to the rear.
(2) then the entire hole was filled with JB Weld at the same time so that the resulting cured mass would be one piece.

I also did the same work on the ISC hole in the backside of the UIM.

Mine has not come loose.

 

oh wow, that's bad news!

i'm glad you're sharing, it seems like such a simple test, but when you get to see the behind the scenes it becomes not so simple.

i can't complete with the engine failure thing (yet, there was plenty of kitty litter under the dyno) but we did go put a new trans/intake manifold on the race car (see sig) and it took THREE HOURS to put it on the dyno, make one run and figure out that we didn't have the right cable to tune the ECU....

 

Keep trucking, Howard. Patiently and eagerly anticipating your results.

 

Man, sorry to hear this Howard

I've always shied away from JB Weld in FD applications, and have ALWAYS been super fastidious when cleaning up ceramic coated intake manifolds.

I remember a horror story from the Gotham Racing days.... a customer picked up a ported/built short block to install himself, then it 'blew' the next day due to coated intake mani's.

Likewise I know of a 20B build that had issues due to powdercoated engine irons/housings and had to come apart to be fixed.

 

JB weld will soften and turn loose when exposed to fuel. With the reversion from a high overlap motor it could easily have soaked it over long periods of time.

 

I like to tap/plug or weld this kinds of things.

 

I doubt that it will go back that far to the TB. Maybe it was caused from running water/alky injection. The alcohol could have done it.

A couple days after my JBW was cured, I soaked it with Acrylic paint to decrease any absorption of chemicals.

 

Any progress with the turbo results? Very keen to see what results are gain from the BW turbo as I think I have the same one going in my rx4, it's the largest of the s300sx3 range I think. Capable of 70 pounds of air a minute?

 

update:

i worked four days at Beyond Redline this week starting w installing the motor on monday and ending friday w it just about ready to fire. i would expect monday it comes to life. drive it home (95 miles), change the oil, maybe fiddle w it for a day and then tues/wed back up to BR for dyno work.

part of the reason for a full week on it was it now sports the Borg Warner turbo. sure the exhaust had already been fabbed as has the intercooler hookup but details always pop up. for instance the oil drain fitting. a really nice aluminum piece that ran into the flange as the turbo is clocked... grind the flange? no. build a new slimmer (and better angled drain both at the turbo and motor). etc etc.

the reason i am doing the BW first is the 4094 got dinged when the JB weld went thru the motor... it was to be sent in for service... only the 3574 (that did not get hurt) ended up in the box...

not a biggie, we will dyno them all and i really am extremely interested in the BW. all 67 mm turbos, PT67, GT500, TO4Z, are 63 trim.

the BW i have purposely picked out is very different. it has a 52 trim.

trim has a signiificant influence on spool and midrange.

i note that the 63 trim 67 mm turbos are a bit laggy.

here's how they measure out...........

typical 63 trim 67 MM compressor

average compressor area 7.002 sq inches

inducer (smaller/minor dimension) diameter 66.7 mm 5.415 sq inches
exducer (larger/major dimension) diameter 84 mm 8.589 sq inches

5.415/8.589 = 63% or 63 Trim

now check out the BWS300s63
average compressor area 7.06 sq inches

inducer (smaller/minor dimension) diameter 63 mm 4.83 sq inches
exducer (larger/major dimension) diameter 87.37 MM 9.294 sq inches

4.83/9.294 = 51.9% call it 52 trim

as you can see it is quite different yet has the same approx average compressor area.

will this effect spool? will this penalise topend?

hopefully we will know next week.

BTW, the BW wins on the hotside....

most 67 trims have a P trim turbine wheel.... 5.89 sq inches

the BW has a 6.31 sq inch hotside.

i have not posted for a few weeks as there was nothing new. let's hope i am now able to move forward.

oh, for those interested, i am running a new throttle body. the large airbleed hole is filled w Splash Zone which is an advanced epoxy used by Reher Morrison on their alcohol heads. and yes to Charles it is absolutely necessary to coat the patch w a clear acrylic paint. zero problem w methanol going forward. case closed.

howard

 

Thanks for the update Howard.

B

 

Oh yea!!!

 

fingers crossed.

 

nicee