Ive been getting alot of questions about whether or not my project is completed yet. Unfortunatly it is not, altough the last component is in the mail right now. It was unfortunate that the clutch in our SS was shot so we had to buy a new one but it wasnt too bad because we were able to upgrade to a spec stage 4 and finally put the lightened flywheel in it. It was also a good learning process, as it was our first time doing a clutch install. We also recently received our MIG welder in order to my exhaust ourselves. So the full set of exhaust piping and components are in the mail so we can FINALLY complete the DP and custom exhaust set up i have in mind. Its been a long wait but it will be worth it in the end. Its just sucked that the wait has been for a dowpipe and exhaust. I also installed a few more components and got some ready to just bolt in to make the final install just a bit quicker. My vacuum manifold is ready for everything to be plugged into it. I will post pics and vids of the final install and first startup. Varying on how quick they ship it, im looking at 1 maybe 2 more weeks.
what size exhaust are you running? and how much whp you looking at putting down/
Im running 2.5" mandrel bent charge pipes and exhaust. I figured that 3" really wouldnt be utilized until i was making
ALOT more power... 2.5" is enough for most set ups. Also im really not sure what whp ill be putting down. Its all a test i suppose lol. But i will deffinatly be going to a dyno once its tuned and everything. Right now ill be running a stock motor with the custom turbo kit at 9 psi. its a t3/t04b (48 ar turbine/70 ar compressor). Tuned by my boyfriend with HPT. Im acutlly really curious what it will be putting down. Im hoping that by next spring ill have my spare motor (skwirlys first motor) completly built. I also have a JBP custom OHV turbo camshaft that im really curious what that'll put out. The head is pretty much fully built, just need some valvetrain adjustments to put it back where it should be... im hoping for a lil monster next spring. All i need is to bore out the cylinders/pistons/lifters and a few other small things and my motor will be ready to drop in. Aside from tranny work >
nice work... let us know how it goes.
Jazer ~ *[AzulKav wrote:*~]my spare motor (skwirlys first motor) completly built. I also have a JBP custom OHV turbo camshaft that im really curious what that'll put out. The head is pretty much fully built, just need some valvetrain adjustments to put it back where it should be...
Your first valvetrain adjustment better be ditching those springs, or you'll have the same result he did...
fortune cookie say: better a delay than a disaster
Yes, I will be ditching the JBP springs, along with 4 of the rockers (exhuast side only) because i am not so sure they are still useable.. and id rather be safe than sorry. also new pushrods. And see how that works... OHV notec, you said that i should go back to stock springs, would you say they will hold up to power?
Stock springs? They might not be too bad to 6500 with low boost, but I'd think you want something better. Notec and Madjack spent a bunch of time looking at different spring combinations for the 2200. I'm using an older cyl head so I was able to shave .090" off the spring pockets and use some smallblock Chevy springs.
What you want to have to determine which springs to use is the height at which the spring's installed, the height at which the spring binds, the pressure at the installed height and the rate at which pressure increases. If JBP gave you specs or a spring number to use with that cam then they've saved you some work.
It'd be neat to measure that cam.
-->Slow
i'm pretty sure the machine shop that did pj's head shaved the spring pockets but i'm not sure by how much Jazer... might want to get that checked before throwing another set of springs in their because it'll effect the installed height.
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
who wants me to build mine now???
tell me about it.. lol... if we didnt have to pay for the SS my cav wouldve been done a long time ago... and i mean done as in just about everything id want to do to it, as sad as that is...
As long as the piping is shipped (i ordered it sunday night) we should maybe get it buy the end of the week. So i could potentially start taking it apart this weekend, although my boyfriend is working all day saturday so im not sure how far we'd get. But i guess it wouldnt matter too much if we had it done by the following weekend... i mean i get to drive around a 78 camaro... its a monster. lol.
whats size piping are you running? 2.5-3.0? whered you get it and how much?
i know im leeching info from you cause im putting my kit together also lol.
2.5" Charge pipes? Why?
-Chris-
-Sweetness-
-Turbocharged-
Slowly but surely may some day win this race...
SweetnessGT wrote:2.5" Charge pipes? Why?
Versus..?
Drake - Exhaust or charge pipes? I got my exhaust piping from racing solutions for 275 for everything, including high flow cat & flex pipe/a few flanges/a few exhaust bungs and a @!#$load of piping (mild steel for now). Keep in mind we bought a welder as well, its a small one, i think we got it for 200? And charge pipes i got off ebay lol and where i dont remember. It was like 70-80 for an aluminum charge pipe kit with couplers and clamps. Plenty of piping. I just want to see how the couplers hold up... but when my man gets reeal good at welding, and can do aluminum, we are going to weld what we can of it.. does that help you? lol
... versus what? Are you joking?
2.5" is a decently large charge pipe, and unnecessary for 99% of the applications on this site. Just like with turbo / intercooler design it is possible to choose too large of a charge pipe. You need to figure in a lot of factors before choosing a charge pipe...
Not that I'm accusing you of not thinking it out but what AM asking you is - why? What was your logic to go with a 2.5" charge pipe when 2" will more than do the trick for most applications?
It's an honest question, that's all.
-Chris-
-Sweetness-
-Turbocharged-
Slowly but surely may some day win this race...
Thanks for the input although im not too worried. I just decided to go with 2.5" all around. Its not a bad overall size for what i need it for. Currently im just having fun with the OHV not necesarily trying to squeeze every ounce of power out of it that i could... As its my daily driver. Next year the current plan is to finish building my spare motor to drop in. And by that time, the 2.5" will still be utilized..
It's not about squeezing every ounce of horsepower, it's about efficiency with the turbo system you're creating.... It's the difference between shooting a spitball through a straw and through a garden hose.... which one takes more force from the air pump (you).... the bigger hose.
Therefore you'd need a strong engine and properly sized turbo to utilize it properly otherwise you're just costing yourself a lot of lag time before boost threshold and making the turbo work harder than it would otherwise need to. And in strength I don't mean the parts, I mean the amount of air it can flow.
It's all about CFM's - flow.
It seems you've assumed 2.5 is a good size based on what other people have done, but have you really sat down and crunched the #'s to do it right?
I'm not trying to pick on you I just already see you going about this in the wrong way. Makes me wonder how you are picking your engine parts....
Either way, good luck. Just trying to see people do things the right way instead of get discouraged when the results aren't what they wanted after all the time and money invested.
-Chris-
-Sweetness-
-Turbocharged-
Slowly but surely may some day win this race...
Like I said, i understand what you are saying although I must ask, have you looked at what I will be running? You are assuming I picked it based upon what other people have done but thats where your are wrong. I picked it based upon what I felt would work well for my
complete set up. Down the road once I finish my motor if i feel things need to be changed, its not a one way street. This may be my first turbo project, i may make mistakes, i will learn from it, although i have also done my research as well.. i dont have a tiny turbo and i dont small plans for it.
Actually, it's not the turbo that would be the problem, it's the 2.2 - or more the design of its head. *shrug* If your research doesn't include flow benching the head and working from what the engine can do forward, then your "research" is fairly incomplete. How can you determine your turbo/intercooler/piping needs if you haven't flowbenched the final modified head? Everything you're doing points to a need for more flow or more RPM and the 2.2 cannot provide much in the way of RPM's... and it's fairly limited on what it can flow.
Anyway, good luck with your project. We all have to learn somehow. If you have no problem doing things 2, 3,4, 5 times - then that's great. Trial and error works too. Just wanted to save you some $$ and headaches but you can do it your way.
-Chris-
-Sweetness-
-Turbocharged-
Slowly but surely may some day win this race...
Quote:
the 2.2 cannot provide much in the way of RPM's
Wellll.....
The 2.2 is an OHV engine and it responds like all OHV engines. Use lighter valvetrain components and a proper cam and it will work at higher rpm. The 2.2 / 2200 oil system is good and the information is available for crank modifications which increase durability at high rpm. Rods are the final piece of the puzzle for which there are Eagle rods at the low end up to Crower and Lunati big dollar items at the high end. None of this is cheap, but it does exist.
-->Slow
i was talking about exhaust size... what size exhaust are you running jazzer?
slowolej wrote:Rods are the final piece of the puzzle
Since we're on the subject *threadjack*, how's it going with the I6 rods?
fortune cookie say: better a delay than a disaster
never mind read your post... your doing 2.5 exhaust...
