brett_qld

And this is the actual turbo setup being built for the 3tgte, a Garrett GTX3067R Twin scroll 1.01 rear housing. Aiming for a lot of boost, hoping to hit 400rwhp :D

Later in the day, drifting in the dry: Testing the rear bumper cam It violently transitions between traction / no traction and over / under steer, I think mostly due to the spooled diff. Makes for a pretty fun ride :D

First time drifting it since the turbo conversion, track was really wet.

A few updates for you guys. Built a side pipe for it, this is it idling.

Hey mate, yeah lots and lots of work since. I'll put some updates up once I get a bit more time, but for now I'll just put up a picture :y:

Thanks mate, even at 8psi its already a handful. Once this clutch is in I'll bump it up to 14.

Made some pretty big changes, removed the coils and igniter module and replaced with logic level COPs to diagnose a miss / breakdown of spark. But it turned out that I just needed a 10k resistor on my VR sensor... ah well. Ive also changed the turbo to a gt2560r, running a techedge O2 controller and switched to e85. Have road tuned it and its hauling ass, quite easy to break traction in 4th without much provocation. Very happy with the results, the only thing holding me back now is the clutch can't cope with the big increase in power. I have a 1g-gte 225mm flywheel and bellhousing and a w57 here for it. I have gone with CI's ga70 225mm sprung button clutch. This setup should be spot on.

Been a while since I've posted. Put some solid hrs into getting it running but had a run of bad luck. Had an injector die, bricked my ecu, lift pump failed and wideband died. Despite that, I got it running (no wideband at time of video) yet to tune it.

Thanks mate, I remember seeing a chart similar to that quite some time ago, I guess these trumpets would be closest to #9 with the back edge of #3?

850cc injectors mounted, sr20 rail made to fit. They should give me some headroom for more boost later. Plenum is done, I got a little carried away on the top cover ;-)

Thanks for the feedback fellas. The turbo is just one I had sitting around. Its off a 2L saab engine, should be good for instant (but limited) boost. I had planned to go with the sc14 but a bit too much stuffing around involved in machining up the gilmer pulleys in the time frame I have. I believe a plenum should be a minimum of double the engine volume, so at least 4L for a big bore 3t (~1950cc) not sure about the max volume? The bellmouths / trumpets should never be flush with plenum wall / floor, they should be raised. The reason being the slowest moving air is always at the boundaries of a plenum / pipe and the fastest at the centre. These might be too long, but they are the shortest dhla/dcoe ones I could find. The 4th cylinder opening is roughly half way in the plenum. Ideally theyd be slightly shorter and have a full radius instead of half radius. Its only a proto, if it works well I'll refine the design. I already found out the hard way I should have made it from scratch instead of using carby manifold. Again though, I'm limited for time to get it done.

Decided to give it a bit of boost while doing the EFI conversion... Intercooler tucked behind the grill Steampipe Tri Y into T2 flange, 1200°C wrap Garrett GT1756 Made some injector boss blanks, welded them on Machined up a plenum to TB plate, radiused the inlet to the plenum Mock up of the plenum

Hey no problem with the bonnet yet, this little weapon has been seam stitched and has a 6 point rollcage. The front and rear swaybars help a lot too. I've got ta22 bars front and rear at the moment, but my custom front swaybar turned up, 24mm thick with clearance for the 3t front sump.

Unfortunately I didnt get a chance to test it on the track nor take it back to the dyno. The pinion seal in the diff blew on the way to the track, and the ignition gremlins have now made it undrivable. I have begun work on converting it to efi. I knocked up a trigger wheel setup and have had it running with both wasted spark direct coil control and wasted cop with sr20 cops and igniter. The nissan 'smart igniter' is not suitable for wasted spark, I'm going with a bosch 'dumb igniter'.

Thanks mate, I designed it to be a hybrid of a ram air box and a plenum. After the ram section it becomes a plenum, so that it volumetrically tapers. The area at cyl #1 is 100%, 86% at #2, 70% at #3, 50% at #4. Supposedly this is the ideal ratio to allow even pressure from front to rear cylinders in a plenum. I immediately noticed a jump in power, even though the new diff ratio is 3.9vs the 4.4 it had previously. I had planned to run a stay from the plenum floor down to a bracket on the side of the block, next to the engine. The airbox comes close to a where the battery pan was bolted and I was able to wedge a thick dense foam block inbetween to add support and dampening. The carbs are soft mounted also.