Hi Guys,

I have been offered a turbo which I think is off an RX4 or similar rotary, and Im wondering whether it is suitable for my XF 4.1.

I have been told its like a T3/T4 hybrid, but it seems to have a very large exhaust housing which is split pulse type, and compressor is about T3 size.

I guess it has a large exhaust housing due to the rotary's "two stroke like" exhaust flow.

Do you think it would work for a mild 4.1 I6 or is the housing going to be too large?

Is a split pulse housing a good thing or bad?

I know of a 302W running two of these, so I figured it should be ok....

Mike

Should do fine.Exh AR up to 1.15 is o/k

Cool thanks.

What do you think about the split pulse housing, should I knife edge the web or leave it as is ?

Mike

Depends on your inlet? I'd have three into each side..Thats true split pulse....Yes you could, be carefull taking too much out though.You don't want it thin to cause cracking...

Thanks EBXR8380.

While we're chatting, how much horspower were you getting out of a standard windsor block before you cracked it.

Reason I ask is, the guy I know with the turbo is running two t3's on a 302W drag car, 12Psi, running methanol, got 455rwhp on a dynodynamics, and cracked all three main bearing webs right down to the cam bore.

I thought the blocks were good for more than that.

He's also on his 6th or 7th block, keeps cracking them !

Car does a 10.8 i think, but can't keep the block intact.

Mike

EBXR8380 didn't crack his block, he was careful and replaced it before it did happen, the fact that he was careful enough to keep a T5 together before the Tremec conversion shows how careful he can be (I would have f**k it in a day).

What blocks is this drag car using, 5.0L stock factory blocks are the ones that can't handle constant 500hp @ the flywheel, early and race type 302/5.0L can normally handle heaps more but like everything in life, there is a limit somewhere.

5 ltr run 270 rwkw...
Its the shock loading he's exerting through the whole transmission...
He's better off with a 351 with 4 bolt conversion..
Or R 302, Dart block...
If he's using Methanol and 12 Lb he's up around 700 fw h.p easy...
After 2 or 3 block's I'd be saving for a DART block..Cheaper now with $$ U.S exchange rate...VPW or http://www.rocketindustries.com.au/search.php

DA31384175 DART BLOCKS FORD 302 4.0 BORE8.200 DECK 2.249 MAINS DART
DA31384275 DART BLOCK FORD 302 4.125 BORE8.200 DECK 2.249 MAINS DART
DA31385135 DART BLOCKS FORD 351 4.0 BORE9.500 DECK 2.749 MAINS DART
DA31385195 DART BLOCKS FORD 351 4.0 BORE9.200 DECK 2.749 MAINS**NOTES* DART
DA31385235 DART BLOCK FORD 351 4.125BORE9.500 DECK 2.749 MAINS DART
DA31385295 DART BLOCK FORD 351 4.125BORE9.200 DECK 2.749 MAINS**NOTES

BTW do the maths ?? I have had 337 rwkw on safe tune with unleaded..Now convert that to H.P..Then convert to fly wheel horse power... 550 / 580 h.p !! Its running safe at 2* retarded from optimum at peak torque and down from 13 Lb to 12 to be ultra safe..Plus running 98 fuel...
It was leveling out as fuel supply wasn't keeping up with demand..Due I guess to std fuel rails and Bosch 600 h.p pump...
On the same day and dyno was a GTR with same pump and he got almost the same power output with exactly same pump...290 rwkw...

Thanks guys,

Ive told him about the Dart block, but money is the issue.

I would have given up after 2 or 3 blocks!

Is it true you have to run the steel crank in those blocks, or is it just a case of "If you're gonna spend the money on the block, may as well get a good crank too."?

Oh and another thing, he can't get it to go past about 5500 rpm, dont know what it is, running MSD ignition etc, tried mixtures everthing.
He's running a Wolf in TPS mode, which sounds bloody dangerous to me.
I think he's leaning out at high RPMS, but he says he has richened it up with no results.

Mike

He would be suffering spark blow out..Quick fix is to close plug gap down to say ?? .030 ...The fit AEM or MSD system...
Hope he's using colder plugs...

Edit I see he already is using MSD...

Quantum Racing Industries
Unit 6 / 23 Booran Drive
Logan City Queensland
Australia 4114



AEM - C2DI Capacitive Discharge Ignition Modules
The Lightest, Smallest, Most Powerful CDI!

AEM’s digital Multi-Channel C2DI is the lightest, smallest and most cost effective ignition module on the market. This unit is available in four and eight-channel configurations, works with O.E.M. coil-onplug and distributed spark systems, and is ideal for applications that
utilize aftermarket stand-alone engine management systems.

Our C2DI module is the only capacitive discharge ignition system available with dual capacitors. This enables the AEM C2DI to produce more spark energy and voltage per spark than any other available CDI unit. AEM’s exclusive Twin-Cap technology stores the energy for two distinct spark events and allows for full energy for each individual plug, including high-rpm V8s, and even on rotary engines utilizing separate leading and trailing ignition maps.

AEM - C2DI Capacitive Discharge Ignition Modules are now available at Quantum Racing Industries. Please call for pricing.
Quantum Racing Industries To Support NSW V8 Dirt Modified Title
Article Courtesy of V8 Dirt Modifieds and Ben Graham:

--------------------------------------------------------------------------------
Quantum Racing Industries
Internet: www.qri.biz
Email: sales@qri.biz

STD rotating parts will fit BUT why ??? Over $3k on block may as well spend same on rotating assembly...Scat cranks are not that expensive...

Thanks for that info, I'll let him know for when he gets the next block together. I think he's got a mexican block now, are they any better ?

Why the colder plugs ?

Doesn't methanol run cooler that petrol ?

Mike

Apox for every 100 h.p go to colder plug..Prevents detonation..
Yes inlet charge is cooler but it still burns hot...