Ahhh go all the way.. Low 11's..Stock motor....

mmm, yes officer, that was a factory option!!!

i think mikes dyno did better with the 10.5 and they retained the std manifold...

hi

LOL my piont is that

both normally and turbo charged engines the exhaust manifold will glow red under wide open throttle full noise

the turbo engine will come on quicker as the volume of hot exhaust gasses has increased as ur flowing more air into the cylinders

what is the correct air/fuel ratio ?
correct air/fuel ratio is where a particular engine combination makes maximium power ( most effective power ) where there is no deternation caused by a lack of fuel ( note timing is not even mentioned )

generally for a normally aspirated engine max power is produced between 12:1 upto 12.5:1 air/fuel ratio

a turbo charged motor produces max power between 10.5 upto 11.5:1 air/fuel ratio but it strongly depends on the air temp as the air charge temp absorbs the fuel as a cooling agent ( same applys to normally aspirated engines to a lesser degree ) so depending how well the incoming air charge is cooled will affect the air/fuel ratio engine

the reason i said correct air/fuel ratio is the leaner the burn the hotter the exhaust will get

exhaust temps will be in the vercanty of 800 degrees upto 900 degrees

and remember normally aspirated and turbo engnes will be close to each other in exhaust temps

u can use a oxygen sensor very close to the exhaust port outlet but the life of the sensor will be very short where even using some exotic fuels shorts the life span of oxygen sensors

now Ignition timing will alos effect the glowing of the exhaust also but in different ways once again if u retard the timing causes all sorts of problems right upto advancing the timing to the piont where u introduce deternation cuased by ignition timing lets leave this timing part out of the convo.

i will get a part number which lab oxygen sensors can be mounted very close to the exhaust port exit

but for R&D purposes , experimenting mite involve say extending the turbo headers extra say for arguements sake a extra 6 to 8 inches to make measurements possible with say a $280 each oxygen sensors so one can mount say in my cause 6 oxygen sensors to monitor all 6 cylinders at the same time measurements on a engine dyno .

R&D can cost one large sums of money which alot of people are not willing to pay for

I have 3 engine dynos , just setting up one for only 6 cylinder E series falcon motors

cheers

Last edited by FPV_GTp on Mon Jan 16, 2006 11:18 am, edited 1 time in total.

hi

very nice setup for drag application

will be interesting to see this vehicle run

post more pics please of the plenum and the turbo setup if u have them

what is the quickest time and mile per hour and reaction times this car has run ???

or discuss any other feature and specs of your car

cheers

Ride: EB SERIES 2 GLI
Engine type and displacement: ford 4L
Induction: Turbo
Major modifications: gt3540 turbo, intercooler, mod trans, mini spool, ems8860 , msd cdi ,
Tranny type: Automatic
Tires: Slicks
Race weight: 1450kgs
Horsepower: 369.0
60 foot time: 1.590
1/8 Mile ET: 7.273
1/8 Mile MPH: 93.10
1/4 Mile ET: 11.433
1/4 Mile MPH: 117.68
Density Altitude: 29.96
Track Name: wsid
Timeslip:

Will be at Wsid on the 26th....

after looking at the pics of that eb...i must say im happy in the pants right now sooooo tuff!

I feel it even cyl filling that makes most large pleums work.
You've gotta hand it to the VL guys for there manifold ideas... Also I like the idea of having the TB up closer to intercooler, but I wonder how this affects throttle response

Hi



LOL believe me what may look stock standard on the out side may not appear to be so on the inside

i know Mike from way back in drag racings

there would of been endless hours on the engine and chassis dyno sorting out things

" Do u judge a book by its cover " leave u a thought there to ponder on

There are a lot of theories and principles in designing a plenum for a turbo charged engine but still the only way to test is on a engine dyno and a chassis dyno and then the Race track if the car is setup right for drags application to get the best results

Data logging information and analyzing it can lead to better results in engine tuning techniques where faults lie in engine design

Even streeters can be tested at the race track

any other interest pics guys or stories lets see and hear

cheers

hi

just a few turbos i located on ebay

dont know the full history guys so do ur homework

http://cgi.ebay.com.au/GARRETT-T4-BRAND ... dZViewItem

http://cgi.ebay.com.au/Garrett-T04-Turb ... dZViewItem


http://cgi.ebay.com.au/Garrett-T04-Turb ... dZViewItem


cheers

What auto/stall/gears are u running, thats an excellent 60ft time

He is using the 4 speed BTR with a Jim Moch high stall converter.

Apparantly they allow stall speeds of up to 3100 without going into limp home mode as long as the temp is kept under control.

ummm, no, i was judging that book by the review of that book published in performance ford...

my point being, i dont know anything bout it other than what the story said, wrecker engine blah blah blah, do you happen to know of that manifold being non-standard??

my point was, it IS not a custom plenum is it, all i said was he retained the std manifold...

That EA is running nitrous as well.

Dont beleive everything you read in the magazines. I bought my last AU beleiving the specs in performance ford. I sold it on and the engine was dead stock except for forgies and a cam. The magazine had me beleiving otherwise.