Quote:
Originally Posted by patbob
Changing to DI has been discussed.. you need a new head of your own design. So, $$$ If you do this, then you have a lot of options, and the below doesn't apply unless you want it to.
You''ll need a new cam that opens both intake and exhaust valves simultaneously. You'll need a supercharger so you can raise the intake air pressure to blow the exhaust out for the next cycle. You'll need the IP to pump twice as often.. I think it might work if you can run it at 2X RPM, but I doubt you could substitute a smaller sprocket to accomplish that. You'll use 2X fuel at all RPMs and you'll have to have a manual transmission as I doubt the torque converter & ATF could withstand converting all that extra torque to heat when stopped.
I like your idea of using a supercharger and turbocharger, but the supercharger will be partly pumping the turbocharger, which sounds difficult to control to me. Mightbe easier to let the supercharger change intake air pressure with engine RPM.
If you do this, certainly write back.. success or fail, I'm sure lots of people would be interested  |
Haha, Yeah it will use fuel, like a fiend it will drink that stuff. But you cant get something out of nothing right? (Thats one thing my father never understood, "Why dont you just bolt a turbo on there and get more power?"
) Anyways, before i start this project im going to finish my little honda project so atleast i have something to drive in the meantime. As for the thought on the supercharger moving the turbo, i was thinking of making a reverse VVT turbo. Closing the vanes at low speeds and opening them at high speeds. Of course there are two ways this can be done, somehow seal the turbo from the intake path at idle and low speeds, and then opening it up to let the turbo build psi. but then again.. if i just put a normal turbo infront of the supercharger.. maybie that will help it abit because it will allways be spinning (Maybie not very fast) But maybie it will account for the lost spool up time? and a supercharger is allways spinning because of the crank i dont see how it could hurt anything.
As for the injection pump and valve cam. Ill probibally try to swap the cam sprocket onto the injectionpump, That will make it 1:1 with the crank (Right?) And for the cams.. ill have to either get them machined and then metal added to them to make them what i want. or buy ones casted the way i want. (Yeash sounds costly allready)
The bottom end ill be building as well, ill get the crank microbeeded and knifeedged, the rods shotpeened and the cyilnders overbored .30 over with matching pistions (To get the tolerances perfect) Ill lighten the flywheel (Just taking the casting off of the rear maybie 1 or 2 pounds) Ah forgot, ill add pistion oil coolers (Along with a high pressure oil pump) Throw it back together and pray.
As for the head ill get stainless steel valves and a 6angle valve grind (So i dont burn the valves) Im really taking a chance with the precomb chambers.. im hoping that they dont cause any problems.. Hey forced, where could i find a VVT at?
Oh and the tranny is a stick with a new clutch so i should be good to go. (Reason im wanting to do this so badly is because final ratio went down on this year, meaning i cant hit 75 no matter what >.
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Have you ever noticed that anybody driving slower than you is an idiot, and anyone going faster than you is a maniac?
As long as they would add one additional commandment for you to keep thy religion to thyself.
George Carlin (Wonder where he is now..)
1981 240d (engine donor 1983 240d) recently rebuilt engine hurray! - No more.. fought a tree and the tree won.
pearl black 1983 240d 4speed (Converted!@$$%) atleast the tranny was rebuilt.
Last edited by Cervan; 02-12-2008 at 08:31 PM.