Quote:
Originally Posted by pgfpro
The Del Sol had a few different turbos. The Holset was the last one I tested.
The Del Sol had a terrible Cd and I was going to do a full boat tail but ended up selling it to buy my new house. Its funny how life gets in the way.lol
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I read through your thread here and at d series, incredible! I really wish the boat tail would have been tested, it looked like a winner!
I have been thinking about turbos for the Escort. I decided that I wanted to keep it in the family though, so my first thought was a Garret GT3782 off of a 6.0 Powerstroke
Here are the stats from
the ford-trucks forum.
compressor side:
IND whl = 59.10mm
EXD whl = 82.00mm
Trim = 52
A/R = 0.54
turbine side:
Whl dia = 72.50
Trim = 84
A/R = 1.12
Let me know if this is even a possible choice.
Quote:
Originally Posted by hardline
Since I see that the conversation has moved over here, Hi.
I would not run just one intake per cylinder, as you will have a ton of fuel pool up on the disabled intake valve in the bowl area. It will eventually evaporate, but it will pay hell on warmup enrichment, throttle enrichment, and unstable afrs on cruise. If you regrind the cam (that asymmetric cam I was mentioning early on in the TZX2 thread), it will approximate the collapsed hydraulic lifter shown here with the 4G63 head. Do not cut the tappet, as the excess valve lash will cause the tappet to bounce around, chewing up the head tappet bore, the cam lobe, and possibly mushrooming the hell out of the valve stem. Regrinding the cam for that asymmetric flow will prevent pooling of the fuel behind the valve, as it will still open.
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The converstation is everywhere Hardline! I am seeing that the asymmetric cam is the way to go. I will probably have to get a custom cam from Crower, but that is fine by me.
I will not cut and lifters either, that sounds scary! I wasn't going to do it, just joking around with a way to achieve what Russell (pgfpro) has.