|
| spack-pilot |
|
||
|
and one other thing...
gas is WWWWWWAAAAAAAAAAAYYYYY easier to get engineered!!! cheers |
||
| Top | |
||
| Macca |
|
|||
|
{USERNAME} wrote: actually GETTING the LPG setup will cost a lot. a friend of mine had a straight LPG setup from Gas Research put in, with twin lines, twin converters, single t/b, single tank. fueling good for 300+rwkw, but it cost close to $3k.... $3k will get some good EFI stuff {USERNAME} wrote: GRA is the motec of the LPG world. If your going petrol how much would a top shelf Motec computer cost. Then twin bosh motorsport pumps. Then a set of 1000cc injectors. Then 1/2" fuel lines. Then tuning the thing. And I'm sure I have missed a lot of other things here.
I'd take the gas thanks. Yeah I would have to agree with xcabbi here, $3K and paying $1.20+ a litre for ULP makes LPG an easy winner.
_________________ 93 Ford Maverick LWB automatic petrol guzzler (gets stuck where Deli doesn't, big pumpkins |
|||
| Top | |
|||
| twr7cx |
|
|||
|
{USERNAME} wrote: actually GETTING the LPG setup will cost a lot.
a friend of mine had a straight LPG setup from Gas Research put in, with twin lines, twin converters, single t/b, single tank. fueling good for 300+rwkw, but it cost close to $3k.... $3k will get some good EFI stuff That's for a pretty fancy set up. I mean a lot of people won't be after that much power, probably a Snort kit or soemthing on a near stock engine, so twin converters and what not probably wouldn't be necessary which would knock the cost down a bit right? |
|||
| Top | |
|||
| EFFalcon |
|
|||
|
a single B2 converter is good for 180rwkw... whos aiming for that with a turbo 4L?
as said above, a single converter/line setup will still set you back around $2200.. its all in the labour, which unfortuantely u can't do *all* yourself. as much as i'd like to.
_________________ FALCN6 - EF GLi Turbo, 20" Rims, Air Bag Suspension, Straight LPG, 225rwkw |
|||
| Top | |
|||
| LTD351 |
|
||
|
yeah the actual parts are around half the cost or less
you wouldn't want to run a suck through setup, it sucks, need twice as much carb flow as apposed to blow thru. like with everything top end parts cost more, if you want a decent power basic setup why not use an impco kit, more commonly available second hand and cheaper too. Easier to tune also. |
||
| Top | |
||
| Bozz |
|
||
|
Borrowed a manifold with a T3 flange to see how it would go.
Using a stock impco setup with no cooler and blowthrough, it started leaning out at around 5-6psi Stock engine management, retarded the dizzy a heap to stop detonation. Got a lot more KW than I expected 
Now the motor needs a boost retard, working on making it using basic analog electronics, more boost = more timing retard. Leaving the stock ECU and planning on putting a solenoid on the wastegate to hold it wide open when the motor is on petrol to prevent self destruction. |
||
| Top | |
||
| xcabbi |
|
||
|
{USERNAME} wrote: Would suggest GT35/40 with external gate, single GRA 510, two B2's, twin lockoffs, twin lines, nice intercooler. That would be a fat setup but prob blow your std engine to bits if you pushed the boost too high, whack in some low comp pistons, custom cam, roller rockers, rods if you can afford it and you have a decent setup. Problem is that its very easy to go too far, you also need good ignition management with boost retard function, good head hasket etc, gets expensive.
Jump on Xfalcon.com.au, there is someone on there with exactly what you are after. Since when did GRA start making 510cfm carbs. Their biggest used to be 480 and they went so far to state that it was not recomended for automotive street use. Looks like the big single has come on top as opposed to a twin primary/secondary setup for forced induction. And as for blow through vs draw through. Ever tried sucking through a straw then blowing through it? A GRA carb in blow through can flow more than double its rating under boost. That means the 510 can flow a massive 1020 cfm under boost. That's enough to make a s**t of power. Draw through should only ever be reserved for petrol carbi setups. |
||
| Top | |
||
| Andrew J |
|
|||
|
Ive got a mate who lives about two hours away with HQ premier, with a 308 in it. Runs twin converters and twin gas throttle bodies (VN GRP A manifold). So its gas only. But hes stucka supercharger on the side of that and it all runs good. Dont think its ever been on the dyno though
_________________ The problem with America is stupidity. I'm not saying there should be a capital punishment for stupidity, but why don't we just take the safety labels off of everything and let the problem solve itself?
|
|||
| Top | |
|||
| CHEF |
|
|||
|
So whats a 250wkw gas set up gonna cost our young lad here?
All he needs to know right now is $ |
|||
| Top | |
|||
| Bozz |
|
||
|
{USERNAME} wrote: So whats a 250wkw gas set up gonna cost our young lad here?
All he needs to know right now is $ Most likely around 2 grand. Dont ask how yet :p |
||
| Top | |
||
| ltd35169 |
|
||
|
Since when did GRA start making 510cfm carbs.
They have 400-52, 440-51, and 510-????, I am not certain that the number is the cfm but thats what i have been told, the twin setups commonly used on V8's are usually 400/440 combo, it only costs 100 to have them resized, the only difference between them is the diffuser. Under boost a single 510 flows well over 500HP. |
||
| Top | |
||
| twr7cx |
|
|||
|
{USERNAME} wrote: And as for blow through vs draw through. Ever tried sucking through a straw then blowing through it? A GRA carb in blow through can flow more than double its rating under boost. That means the 510 can flow a massive 1020 cfm under boost. That's enough to make a s**t of power. Draw through should only ever be reserved for petrol carbi setups.
Sow ould that mean that say you have a car with a GRA setup on it and you put a simple bottom of the line Turbo kit you shouldn't have to upgrade the gas carb or anything to meet? as it will flow double under boost and that? |
|||
| Top | |
|||
| xcabbi |
|
||
|
It has the potential to flow double its rating in a blow through turbo setup. Wether the engine actually swallows all of that airflow is another matter alltogether. A stock 4 litre with a 6psi turbo setup will never swallow double the air that a stock 4 litre atmo engine can. Open up the heads, fit a decent cam and run a heap of boost and that engine will swallow a lot more air. Still maybe not double but a lot more than what it used to.
|
||
| Top | |
||
| madeaspack |
|
||
|
decent cam?would have to be a custom grind turbo cam wouldnt it?
_________________ 97 el xr6,5 speed short shifter,sequential scoop,no arial,freshly resprayed,low on 17's,3 inch zorst,stainless hi flo cat,snort stage 3 stainless manifold,garrett t04e,front mount cooler,wolf 3d ecu,seimens 760cc injectors,walbro fuel pump |
||
| Top | |
||
| xcabbi |
|
||
|
A GRA voodo stage 2 cam would be more than sufficient. You only need a custom cam if you are dead serious and chasing every last poofteenth of power from it. You can go a long way with off the shelf parts these days.
And yes If you have a GRA on an atmo car and decide to turbo it later on down the track then all you have to do is get the carb retuned and the ignition timing adjusted. They do all of that when they stick your car on the dyno anyway. |
||
| Top | |
||
| Who is online |
|---|
Users browsing this forum: No registered users and 29 guests |
)
