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I have been searching around the web for a suitable pickmeup for my all time low mojo, on floating round the imp club website I found the following (quoted from the imp site) -
I've been building a Turbo engine for my Hillclimb Clan for some time now, Well had it set up on a rolling road on Friday and Iām suitably impressed with fuel injection.
the engine spec is as follows
875 cc standard block with standard pistons. Valve cutouts increased to suit valves & cam fitted.
10mm alloy homemade Block Strengthening plate and alloy blocks clamped with M12 studs (block re-tapped)
Extra capacity oil pump
Fully baffled sump
Sport head with 1.32 inlets and 1.2 exhausts, fully ported and combustion chamber increased to give 9:1 comp ratio ( Stuart Brownsey did the work on the head )
R20 cam
Garrett Gt17 turbo (brand new - fits saab 93 & 95 )
Honda cbr600 throttle bodies and Megasquirt fuel injection and Ford Edis ignition
Homemade inlet exhaust manifold with turbo under throttle bodies, electric oil scavenge pump to return oil to sump (turbo return lower than sump oil level)
Pace chargecooler, second-hand off a Vauxhall Calibra Turbo with a Ford Galaxy auxiliary electric water pump and two heater rads in the nose.
Suzuki motorbike fuel pump
After a bit of fun it was first fired up 4 weeks ago, after a few wiring faults (i did the loom ready for the engine over 2 years ago and managed to get 3 of the injector wires
crossed with a bunch of spare wires) it started 2nd turn of the starter. With some playing around with the settings the engine actually idled pretty well. I stopped the engine
and went in for a celebratory cup of tea. When I came back I found a small puddle of oil under the turbo wastegate bearing, and after a bit of head scratching came to the conclusion the oil scavenge system was allowing oil to flood the turbo after the engine was stopped. The original system had the oil return from the turbo tee'd into the head return pipe and then into the pump and then back into the engine via the normal head drain hole. When you stopped the engine the oil from the head continued to drain into the pipes and back into the turbo. Also the standard head oil return in the block is actually under the oil level which means oil was draining back through the pump and into the turbo. Quick redesign required. Put the head drain back into the block as standard and pipe the turbo return into the pump then thro' a one way valve and return it to the block via the hole where the dizzy used to fit.
Tried it a second time after all the mods were done and it fired up straight away accompanied by clouds of smoke as the heat gradually burnt off all the excess oil in the exhaust system. A bit more playing with the settings and we got the engine running pretty well whilst the car was stationary.
As the car is non-roadgoing, it needed setting up properly on a rolling road, and I decided to take it to Bradleys in Shipton under Wytchwood where we had the rolling road day a couple of years ago. I was impressed with the guys there and after a phone call, whey agreed to have a go even though they had never touched Megasquirt before.
With the car on the rollers Andrew the rolling road man and my mate Ben Hamer (who runs a very quick 1000cc Mini turbo) who was helping me, started to tune it. They found it difficult as it seems TunerStudio ( the tuning software we were using) is really designed for road tuning , not rolling road tuning. They had trouble isolating a bin and changing the amount of fuel required as the tuning software was always interpolating and changing the tune. In the end, Ben held the revs steady as Andrew increased the load to put the working part of the map in the centre of a bin and altered the fuel to suit. They did this for 2200 rpm, 3600 rpm, 4800 rpm and 6000 rpm. They then went and manually changed the map between those ranges to fill in the rest of the map. A few power runs were than attempted and the fuelling changed to suit. This was all on standard wastegate setting of 6 PSI and were getting 95 bhp at 8000 rpm. The bleed valve was connected then and we changed to 10 psi of boost. The fun then started, on the first power run, when the engine hit 5500 rpm Ben let off the throttle as it seemed to him the wheels were slipping. So with two of us holding the car down we tried again but the same thing happened. Andrew had a go at driving it and powered it up to 8000 rpm again with no problems, it seems that Ben was wimping out.
After another couple of power runs sorting out the Timing, Andrew stated that the rolling road, a new Dastek one. Was capable of upto 750 bhp so was actually not that good at controlling the small power output of small engines. One technique he used was to do a power run just using the inertia of the rolling road to measure the output which should give a better result.
Well he did just that and we got 120 bhp at 8000 rpm at 10 psi which i'm more than happy with, with a reasonable power curve.
This engine is my test engine, which is why its a 875, i'll be building a stronger 998cc for next year which should unleash some more power.
A few piccies of the engine
manifold and turbo fitted
Intercooler Position
Carbon/glass/balsa/epoxy Plenum chamber
Throttle Bodies fitted to Plenum
Underneath view showing turbo with support brackets, also scavenge pump (return hose not yet fitted)
Silver area is a heat shield to keep the plenum cool
Plenum & charge cooler in position
Manifold, the jacket around the inlet pipes is for watercooling and to prevent the heat travelling up to the rubber connectors on the throttle bodies
the intercooler water flows thro' this, not the engine water.
And here is one of the car it is in -
Nails looking clan crusader
It has pushed forth my mojo with a vengance!
At the first event it was super fast and it turned out the wastegte was struggling and it stuck shut, to the tune of 21psi!!!! boostin!
Hope you all enjoy
J
I've been building a Turbo engine for my Hillclimb Clan for some time now, Well had it set up on a rolling road on Friday and Iām suitably impressed with fuel injection.
the engine spec is as follows
875 cc standard block with standard pistons. Valve cutouts increased to suit valves & cam fitted.
10mm alloy homemade Block Strengthening plate and alloy blocks clamped with M12 studs (block re-tapped)
Extra capacity oil pump
Fully baffled sump
Sport head with 1.32 inlets and 1.2 exhausts, fully ported and combustion chamber increased to give 9:1 comp ratio ( Stuart Brownsey did the work on the head )
R20 cam
Garrett Gt17 turbo (brand new - fits saab 93 & 95 )
Honda cbr600 throttle bodies and Megasquirt fuel injection and Ford Edis ignition
Homemade inlet exhaust manifold with turbo under throttle bodies, electric oil scavenge pump to return oil to sump (turbo return lower than sump oil level)
Pace chargecooler, second-hand off a Vauxhall Calibra Turbo with a Ford Galaxy auxiliary electric water pump and two heater rads in the nose.
Suzuki motorbike fuel pump
After a bit of fun it was first fired up 4 weeks ago, after a few wiring faults (i did the loom ready for the engine over 2 years ago and managed to get 3 of the injector wires
crossed with a bunch of spare wires) it started 2nd turn of the starter. With some playing around with the settings the engine actually idled pretty well. I stopped the engine
and went in for a celebratory cup of tea. When I came back I found a small puddle of oil under the turbo wastegate bearing, and after a bit of head scratching came to the conclusion the oil scavenge system was allowing oil to flood the turbo after the engine was stopped. The original system had the oil return from the turbo tee'd into the head return pipe and then into the pump and then back into the engine via the normal head drain hole. When you stopped the engine the oil from the head continued to drain into the pipes and back into the turbo. Also the standard head oil return in the block is actually under the oil level which means oil was draining back through the pump and into the turbo. Quick redesign required. Put the head drain back into the block as standard and pipe the turbo return into the pump then thro' a one way valve and return it to the block via the hole where the dizzy used to fit.
Tried it a second time after all the mods were done and it fired up straight away accompanied by clouds of smoke as the heat gradually burnt off all the excess oil in the exhaust system. A bit more playing with the settings and we got the engine running pretty well whilst the car was stationary.
As the car is non-roadgoing, it needed setting up properly on a rolling road, and I decided to take it to Bradleys in Shipton under Wytchwood where we had the rolling road day a couple of years ago. I was impressed with the guys there and after a phone call, whey agreed to have a go even though they had never touched Megasquirt before.
With the car on the rollers Andrew the rolling road man and my mate Ben Hamer (who runs a very quick 1000cc Mini turbo) who was helping me, started to tune it. They found it difficult as it seems TunerStudio ( the tuning software we were using) is really designed for road tuning , not rolling road tuning. They had trouble isolating a bin and changing the amount of fuel required as the tuning software was always interpolating and changing the tune. In the end, Ben held the revs steady as Andrew increased the load to put the working part of the map in the centre of a bin and altered the fuel to suit. They did this for 2200 rpm, 3600 rpm, 4800 rpm and 6000 rpm. They then went and manually changed the map between those ranges to fill in the rest of the map. A few power runs were than attempted and the fuelling changed to suit. This was all on standard wastegate setting of 6 PSI and were getting 95 bhp at 8000 rpm. The bleed valve was connected then and we changed to 10 psi of boost. The fun then started, on the first power run, when the engine hit 5500 rpm Ben let off the throttle as it seemed to him the wheels were slipping. So with two of us holding the car down we tried again but the same thing happened. Andrew had a go at driving it and powered it up to 8000 rpm again with no problems, it seems that Ben was wimping out.
After another couple of power runs sorting out the Timing, Andrew stated that the rolling road, a new Dastek one. Was capable of upto 750 bhp so was actually not that good at controlling the small power output of small engines. One technique he used was to do a power run just using the inertia of the rolling road to measure the output which should give a better result.
Well he did just that and we got 120 bhp at 8000 rpm at 10 psi which i'm more than happy with, with a reasonable power curve.
This engine is my test engine, which is why its a 875, i'll be building a stronger 998cc for next year which should unleash some more power.
A few piccies of the engine
manifold and turbo fitted
Intercooler Position
Carbon/glass/balsa/epoxy Plenum chamber
Throttle Bodies fitted to Plenum
Underneath view showing turbo with support brackets, also scavenge pump (return hose not yet fitted)
Silver area is a heat shield to keep the plenum cool
Plenum & charge cooler in position
Manifold, the jacket around the inlet pipes is for watercooling and to prevent the heat travelling up to the rubber connectors on the throttle bodies
the intercooler water flows thro' this, not the engine water.
And here is one of the car it is in -
Nails looking clan crusader
It has pushed forth my mojo with a vengance!
At the first event it was super fast and it turned out the wastegte was struggling and it stuck shut, to the tune of 21psi!!!! boostin!
Hope you all enjoy
J
update to be in reders rides tonight!
