378 replies to this topic

[ENGINR]

The boot lid came up very nice, well done.

[bazeng]

OK. So my shipment from America is on its way. Comprising of a valves, springs, retainers, guides, upgraded tails shift yoke, competition clutch fork, kiggly billet crank trigger, crank case vac pump kit and new lifters (heavy duty internal spring).

Block being machined shortly with piston to bore and ring gaps for big boost and nitrous.

Should I use the sce head gasket or do I go full o ring via machining.....

Next update will be photos of the parts!

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[bazeng]

The head has been stripped down. About to drill out the guides and knock them put ready for the new ones.

Planning to add some material with welds and ensure we have a head that will seal 100% (coolant). I'm suspecting this as a possible cause the the cylinder 3 leak.


We are also planning to do some more port work to improve air flow while the valve guides are out and ports are more accessible.

I also managed to find a t51r compressor map. Woohoo. Looks like my 24psi was on the lower side of the airflow scale. I think the turbo is most efficient at about 2 bar to 2.5 bar...


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[bazeng]

2 bar ideally

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[bj]

2 bar ideally

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Just keep in mind bar and pressure ratio are not the same thing. your still well within the capacities of the turbo just maybe not exactly where you think.

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[bazeng]

Isn't it something like output boost pressure / atmosphere pressure = pressure ratio?

You are right though, pressure ratio is not boost pressure.


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[ENGINR]

Who are you using for your cylinder head work?

[bazeng]

Who are you using for your cylinder head work?

A local shop called Headspec. They will be doing all the machining work on this setup.

Frank and Michael are track racers. They want me to also get into circuit racing. It is great when you work with others who are passionate about what they do.

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[bj]

Isn't it something like output boost pressure / atmosphere pressure = pressure ratio?

You are right though, pressure ratio is not boost pressure.


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not exactly,
absolute output pressure/absolute inlet pressure

so if your running 14.7psi boost that's 29.4psi absolute presure on the outlet. 14.7psi absolute on the inlet which results in a Pressure Ratio of 2:1.

so the maximum efficiency island of the turbo which is between a PR of 2 and 2.5 actually equals 1bar (14.5psi) up to 1.5bar boost which is a PR of 2.5.

people generally interchange PR and bar as PR is generally based off atmospheric pressure of 14.7psi which is close enough to 1 bar at 14.5psi

point is you think your at the bottom of the maximum efficiency island but your actually at the top of it.

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[bazeng]

Some parts have arrived!

One more box expected!

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[bazeng]

Final batch of parts have arrived!

Valve train and drivetrain components.



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[bazeng]

Head work progress.

Cc'ing the head.

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[ENGINR]

What's the benefit of going to the Kiggly billet crank trigger wheel over stock?

[bazeng]

What's the benefit of going to the Kiggly billet crank trigger wheel over stock?

I've got the non billet version already but wanted to upgrade due to some longevity reasons (trigger disc wear).

But overall, having the crank trigger at the crank instead of the cam reduces inaccuracies with ignition timing / fuel phasing. This inaccuracy is caused to timing belt stretch. Also removes the need to reset / adjust the CAS each time you adjust the intake cam via the adjustable cam gears.

Also. 2 teeth vs 12 teeth just increases the resolution but an aftermarket ecu is required for this change. Factory ecu can only run the 2 teeth version.

[ENGINR]

I think I'll have to pay you a visit to take a look at what you're doing with your engine freshen up.  I'm planning to pull the motor out of mine early next year to give it a bit of TLC and a new lease on life so I'd be keen to hear your thoughts on the route you have taken.

[bazeng]

I think I'll have to pay you a visit to take a look at what you're doing with your engine freshen up. I'm planning to pull the motor out of mine early next year to give it a bit of TLC and a new lease on life so I'd be keen to hear your thoughts on the route you have taken.

Anytime mate. Happy to help.

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[bazeng]

More progress....

Head work and possibly bottom end sleeves required...

Head has had exhaust port flange area welded to add additional material which can then be machined back to improve exhaust to turbo manifold seal potential.

Also, guides have been drilled and knocked out ready for bronze guides. While the guides are out, some porting around the valve guides to be done to increase air flow.

Some water ports also welded in order to be opened up again. The original hole were either badly casted or corroded.



Some decent progress.

See difference in Port angle around the throat I'm photos attached. One is showing ported now vs ported prior.

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[ENGINR]

Extensive re-fresh there mate. Interesting thing with the welding on the flanges.

[bazeng]

Extensive re-fresh there mate. Interesting thing with the welding on the flanges.

I wasn't sure if it needed it, but the ports were not sealing great as I've always had exhaust gas leak around that area. Not only will material be added but it will then receive a fire ring treatment where each port will have an insert between the exhaust manifold and head. We are running 40+ psi so exhaust gas pressures are expected to be more.

[ENGINR]

Are Headspec doing that work too?