FAQ |
Members List |
Social Groups |
Calendar |
Search |
Today's Posts |
#81
|
||||
|
||||
I sure will when we get to that step. The turbo mount is o-ring sealed to the turbo drain and has a female 10AN orb thread on the underside. We are weighing our options right now. but there is enough fall to let gravity send them to the front of the oil pan. We originally had them lower but decided against having to use a scavenge pump. Just one more thing to possibly fail. Going to be a tight squeeze.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#82
|
||||
|
||||
We are shooting for 1200hp maybe a little more. Going to try to keep the boost under 25 psi and rpm under 6800. We did finally decide on a final drive ratio of 3.25:1 with help from Herb at Luhn Performance. He also supplied the LS firing order camshaft (see pic), camshaft synch, crank trigger setup and, of course, one of his oil pumps.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#83
|
||||
|
||||
Quote:
The oil from the turbos comes out as a liquid and foam mix. Tom V. I would hate for you to mount the turbos, not have a proper drain, have turbo oiling issues, and then have to replace a turbo down the road. Figure out how to make the mounts so that the turbo drains point downward at 90 degrees if possible. Also mounting the turbos with the CHRA fasteners is not nearly as strong as using the turbine housing inlet flange for the support mount. CHRA = Compressor Housing Rotating Assy and the oil drain is the bottom part of that assy.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. Last edited by Tom Vaught; 04-28-2020 at 06:57 PM. |
#84
|
||||
|
||||
Oil Drain
Quote:
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT Last edited by ErikW; 04-28-2020 at 07:14 PM. |
#85
|
||||
|
||||
Is it just the pictures or do you have the braided drain line laying against the Turbo feed pipe?
Another comment, the drain pipe/hose needs to be 20% larger than the bottom hole in the CHRA drain. Most times people use a section of stainless pipe for the drain at least 6 inches long to get away from the heat of the turbine housing. Then if you want to add some Braided line that is flexible that is ok from that point on. On a engine that is driven for any period of time the heat from the turbine housing will kill a normal braided shield drain line. Tom V.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. Last edited by Tom Vaught; 04-28-2020 at 07:52 PM. |
#86
|
||||
|
||||
Quote:
Erik
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#87
|
||||
|
||||
Glad to help, I have designed a lot of turbo system drains over the 39 years I did the job.
I think you have it covered. Like I said, but adding a comment, the turbo shaft inside the CHRA whips the oil being supplied to the CHRA in a foamy solution before it comes out of the CHRA. You need a given size for the bubbles to travel thru the drain tube vs plug the drain tube with the bubbles. When the oil cannot get out of the CHRA, the oil level builds up and then the slip ring on the turbo shaft sees oi. Now you have a smokey exhaust with oil droplets at the exit of the exhaust pipe. Same thing happens with too much crankcase pressure on a turbo vehicle. Tom V.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#88
|
||||
|
||||
While we're on the subject, do you think running a vacuum pump would assist in any way with drain back? We do plan to run one after talking to Herb at Luhn. He suggested a GZ pump. What are your thoughts on that. Not that I'm looking at that as a bandaid. Just curious if the negative pressure would help to draw the air bubbles and oil into the pan.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#89
|
||||
|
||||
I would follow Herb at Luhn Performance on the Vacuum Pump deal as we never used Vacuum Pumps at work on any engine programs (Dry Sumps Yes) and I have no experience with Vacuum Pumps.
Now I did investigate a camshaft driven Turbo Drain "Gear Pump" System that was installed on the Porsche Cayenne turbo vehicles. The Dual Turbos drained into two "Collection Boxes" that had a "suction" line from each box going to a internal camshaft driven scavenge pump. (Each box had three connections: Turbo Scavenge connection, Turbo Drain connection, and a vent line connection that went to a valve cover. The reason for this system was the turbos were mounted very low on the engine and the oil would have to flow "uphill" which is not possible so they designed the scavenge pump system. Basically a production Dry Sump system for the Turbos. Worked really well but $$$. Tom V.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#90
|
||||
|
||||
More Progress
OK, well it's been a minute since I updated the post so here goes. Nick has been working tirelessly on the Bandit. We'll start with fabrication of the shock x-member and final cage bars. We will be using QA1 double adjustable rear shocks. After fabrication and installation of the x-member, Nick installed the remainder of the cage bars and the car was extracted from the frame table.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#91
|
||||
|
||||
More Progress
More pics. Bandit finally on her feet
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
The Following User Says Thank You to ErikW For This Useful Post: | ||
#92
|
||||
|
||||
More Progress
While we had the car on the lift, Nick started fab work on the brake pedal mount , pedal and linkage. Tying the factory master cylinder support into the dash bar of the cage to add support to the firewall in that area. We settled on a 6.5:1 pedal ratio as Aerospace components (front and rear calipers) recommends 7:1 and Strange (master cylinder) recommends 6:1 Finalized front motor plate machining. Once on the ground, Nick finalized the steering shaft and began work on the "race exhaust" portion of the hot side. Can you guess where the exhaust will exit? Nick is fabricating stainless steel replicas of the fender air extractors where the 4" pipe will exit when in a race configuration. For the street, the exhaust will tie into a 3" oval exhaust system ending in traditional splitters. Stay tuned.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#93
|
||||
|
||||
Once Nick is done with the air extractors we will move on to sheet metal and body work. Ugh, my least favorite part. Hope to have some color on her by early June. While I am body working the car, Nick will be busy fabricating the top of the Gutsram intake, adding additional injector bosses and fabbing up drive pulleys for the GZ vacuum pump and alternator. I'll post up pics along the way.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#94
|
||||
|
||||
Looking good so far.
Really like the tubular support for the rad support. That will be something I take up in the future. It really opens up the front o the engine area. Tom's right on (as usual) with the drains. I have a -12 an on my single with a line to a canister in front bumper with a RB racing pump pumping into fuel block off plate. My original mistake was not having pump wired to a direct 12 volt source with a turbo timer as well. The gear driven idea really sounds good, specifically with the venting back into the valve cover. You will not have a "back flow" issue if done correctly. What size rear tire is that? 295,315?
__________________
DOC'S TA Turbo 535, CV 1 heads. Built by Cerralli Competition Engines Tenth Anniversary (Van Nuys) restored. Tenth Anniversary Barn Find (Norwood) Both 4 speeds! |
#95
|
||||
|
||||
Quote:
Tire size right now is M/T SS 275/60/R15 on a 10" rim. Looking at maybe going to a 295.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#96
|
||||
|
||||
More Progress
Nick is killing it on the fender air extractors. they are coming along nicely. They will be ceramic coated gloss black to match the paint. I'm trying a Chip Foose trick I saw on an Overhaulin' episode. On the edge of the driver's door where it meets the quarter panel, I'm welding on a tig filler rod to the edge. Once Nick fully welds it up for me I'll be able to profile it perfectly to the quarter.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#97
|
||||
|
||||
Love the fender extractors.
I'd planned on doing something similar on my car but ran out of ambition near the end. Now I wish I'd pursued it but gotta say that's really cool. Nice work! |
#98
|
||||
|
||||
Air extractors
Couple more pics
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
#99
|
||||
|
||||
NICE WORK !
__________________
*** THE BIG BRACE is here *** |
#100
|
||||
|
||||
More Progress
So my little experiment with the driver's door worked out pretty good. After welding a filler rod to the edge of the door and bottom, I ground it down and put on a skim coat of Metal Glaze and put on three coats of high build primer. Looks pretty good. It will get blocked out with the rest of the car later.
__________________
1964 GTO 501, Edelbrock Heads NA, 3460 lbs. 9.76 @ 137mph 1971 Trans Am Lucy Blue, 11.56 @ 115 1966 LeMans. 462, SD prepped Kaufman D ports. 11.90 @ 112 1976 Trans Am twin turbo 462, SD Edelbrock heads 8.50@159 2009 G8 GT |
Reply |
|
|