In my seemingly never ending search for the piece of information that will make me feel that I've made the correct decision I came across this java page Ray Hall Turbo Size Calculator. Not the greatest as far as instructions, but type in only a few bits of data and it will recommend a turbo. In contrast the calculator here at Squirrel Performance Turbo Calculator is very data intensive, to the point of confusion. Even if you could muddle your way trough the data, you still have to sort through the turbo compressor maps. Really?
I later remembered the Garrett Boost Adviser which comes in web, android and apple versions. I downloaded the android version to my phone and tablet thinking I had found a great new app to play with anytime I had a thought about the set up. But to my disappointment, the app didn't get past the last screen on either my phone or tablet. So I tried the web version. Again, got all the way to the last screen where you enter your zip code so the program can find your local baro pressure...I let it sit there on that screen for 45 minutes with no change, all I could do was open the help or restart the whole app. So I downloaded the Product Catalog and used that instead, and that shows more than one turbo would work for my set up. At least I'm a little closer. A month later and the Garret app started working, results didn't help much, but at least the app works.
Friday, October 19, 2012
Wednesday, October 17, 2012
Starting back down the turbo path....
I still have the used turbo from a Saab (9000 I believe) that is basically a T25 that was on a 2.0. I'm only going to use it for mock up, not planing on actually using it because it needs rebuilt. I rather buy one and use the old one for mock up, that way if I destroy it in the process I won't be out anything.
In my search for the right size turbo I've visited many sites that have calculators to help recommend a turbo. But they ask so many questions that I don't know the answers to that they were almost useless. All I wanted was a simple answer to my problem.
When will the turbo start to make boost??
Too big of a turbo and I might have to rev the motor to 3500 or more to get boost, then what's the point? I want boost down lower, like starting around 2000 to 2500 for more fun on the street. The other concern, although highly unlikely to ever happen, would be using too small of a turbo that would spool quickly but run out of flow before my red line.
In my search for the right size turbo I've visited many sites that have calculators to help recommend a turbo. But they ask so many questions that I don't know the answers to that they were almost useless. All I wanted was a simple answer to my problem.
When will the turbo start to make boost??
Too big of a turbo and I might have to rev the motor to 3500 or more to get boost, then what's the point? I want boost down lower, like starting around 2000 to 2500 for more fun on the street. The other concern, although highly unlikely to ever happen, would be using too small of a turbo that would spool quickly but run out of flow before my red line.
So I found a site that gave the mathematical formulas to do your own calculations and links to compressor maps to use your data. And there I was, a D math student calculating stuff light years above what I barely got in high school. I gave up when my eyes started crossing and the numbers started running together before I could figure out which turbo I needed.
So I tried the same approach that got me through math, find a shortcut to the known answer and generalize the next set of data.
So I tried the same approach that got me through math, find a shortcut to the known answer and generalize the next set of data.
So I did the calculations my way-
2.0 liter engine with a 6500 red line -- 2.0 * 6500 = 13,000 stock Saab setup
2.5 liter engine with a 5500 red line -- 2.5 * 5500 = 13,750 my setup
So using my backward method math a T25 will be perfect for the 2.5. Now I could rev the 2.5 higher, some guys on the net brag about spinning theirs to 6500 with no problems, but I'm going to try and impose a 5500 red line to help make the engine run longer.
During my searches I found places selling twin turbo headers for 350 chevys with T25 flanges
5.7 liter engine with a 6500 red line -- 5.7 * 6500 = 37,050 normal red line
5.7 liter engine with a 4500 red line -- 5.7 * 4500 = 25,650 just under 2x the 2.0 saab
If they think that two T25s can feed a 350 on the street and my math says it would take 2 T25s to feed a 5.7, I must be in the neighborhood of close to correct if you set it up mildly. Obviously a 350 could handle much much bigger turbos, I've read articles on 1000hp twin turbo setups, but I'm only looking for 200 tops.
2.5 liter engine with a 5500 red line -- 2.5 * 5500 = 13,750 my setup
So using my backward method math a T25 will be perfect for the 2.5. Now I could rev the 2.5 higher, some guys on the net brag about spinning theirs to 6500 with no problems, but I'm going to try and impose a 5500 red line to help make the engine run longer.
During my searches I found places selling twin turbo headers for 350 chevys with T25 flanges
5.7 liter engine with a 6500 red line -- 5.7 * 6500 = 37,050 normal red line
5.7 liter engine with a 4500 red line -- 5.7 * 4500 = 25,650 just under 2x the 2.0 saab
If they think that two T25s can feed a 350 on the street and my math says it would take 2 T25s to feed a 5.7, I must be in the neighborhood of close to correct if you set it up mildly. Obviously a 350 could handle much much bigger turbos, I've read articles on 1000hp twin turbo setups, but I'm only looking for 200 tops.
New job is working out great, shop is awsome, money is flowing in faster than it ever has. Not as much as I need to do everything I want but, I should be moving forward.
So I have been thinking of going back to the turbo tech four. Reasons are weak, but here they are..... building the four cylinder will be cheaper overall than the v8. (I'm taking into account the v8 kit, and other parts that the v8 needs that the four cylinder wouldn't).
Second reason is that I really want to build the four cylinder, so many v8 fieros have been done, I want to be different.
So I have been thinking of going back to the turbo tech four. Reasons are weak, but here they are..... building the four cylinder will be cheaper overall than the v8. (I'm taking into account the v8 kit, and other parts that the v8 needs that the four cylinder wouldn't).
Second reason is that I really want to build the four cylinder, so many v8 fieros have been done, I want to be different.
Monday, January 2, 2012
Still No Funds.....but,
While doing research, which I've become quite good at, I've been searching for another way to use the LS series coils on my engine. And I came across EFI Connection, they adapt LS ECMs to older model Chevy engines. This would allow me to run the Fuel injection, the multiple coils, and be able to go to a shop that can tune and/or reprogram a LS ECM. The parts needed from them will total around $825, but I won't have to scratch my head as much to get it running. And I won't have to assemble the ECM which I wasn't looking forward to at all.
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