Supercharged Chim 4.0
Discussion
we have a BI turbo 500 griff engine in a capri,based on old janspeed range rover kit.
the parts arent available any more for this kit,we started with just one cast iron manifold some of the inlet piping and two old janspeed turbo`s and ropey old twin plenum.
after faffing around for ages we started again from scratch.
local company made two manifolds from stainless [I spoke to somebody at turbo technics and was assured stainless is better than cast which is also stupidly expensive to have
fabricated.
we used two garrett units [from a bedford truck]plumbed everything just with large diameter exhaust tubing/samco hoses.
oil feed from pump/drain offs to pipes welded into sump/we use electric water pump[type used by drag racers]to run cooling to the turbo`s through a pair of nissan 200 sx diff coolers mounted in front of rad SEPERATE FROM ENGINE COOLANT and the fuelling is taken care of by a J.E. engineering ecu [J.E have been building rover v8`s for many years and are probably the best rover v8 people in the country] it took a bit of fettling/swearing but it is well worth the hassle,T5`s cant take punishment though.cost about £1200 all in did all work myself apart from welding manifolds up.I WILL POST PICS IF SOMEBODY TELLS ME HOW TO DO IT!
the parts arent available any more for this kit,we started with just one cast iron manifold some of the inlet piping and two old janspeed turbo`s and ropey old twin plenum.
after faffing around for ages we started again from scratch.
local company made two manifolds from stainless [I spoke to somebody at turbo technics and was assured stainless is better than cast which is also stupidly expensive to have
fabricated.
we used two garrett units [from a bedford truck]plumbed everything just with large diameter exhaust tubing/samco hoses.
oil feed from pump/drain offs to pipes welded into sump/we use electric water pump[type used by drag racers]to run cooling to the turbo`s through a pair of nissan 200 sx diff coolers mounted in front of rad SEPERATE FROM ENGINE COOLANT and the fuelling is taken care of by a J.E. engineering ecu [J.E have been building rover v8`s for many years and are probably the best rover v8 people in the country] it took a bit of fettling/swearing but it is well worth the hassle,T5`s cant take punishment though.cost about £1200 all in did all work myself apart from welding manifolds up.I WILL POST PICS IF SOMEBODY TELLS ME HOW TO DO IT!
jellison said:
Twin T4's haha - presume you wanted T3 or hybrids? Some people just want ALL the tuning kit even if it will not work together or have monster large but show huge peaky power number (an be useless to drive).
Sorry John, I did a typo. He wanted to use the janspeed kit comprising of 2x Rotomaster T04B's not garrett t4's. No way would they fit at the sides of the engine. My cast manifolds would have allowed a pair of t3's alongside the engine but only if he got rid of the clutch cable linkage stuff.
Boosted.
GreenV8S said:
The TVR Power approach looks as if it would fit under the standard bonnet line.
(Mine will too, but you can't have it.)
Pretty Please
Boost ! what do you mean compression low? By all means have a look. I dont mind moding bonnet my brother is a body builder by trade, ex Aston so i am sure it will look good. DONT MESS WITH THE CURVES THOUGH!
I didn't say your compression is low. Your static compression will probably be heading for 11:1 ie high so useable boost will be about 3 psi unless you intercool or similar. So, it's one thing to sort out the installation but more work may be needed to cool the inlet temps. If you could use just 5 psi that would make for a pretty big improvement power wise.
Boosted.
Boosted.
Boosted LS1 said:
I didn't say your compression is low. Your static compression will probably be heading for 11:1 ie high so useable boost will be about 3 psi unless you intercool or similar. So, it's one thing to sort out the installation but more work may be needed to cool the inlet temps. If you could use just 5 psi that would make for a pretty big improvement power wise.
Boosted.
like i said I will go with you on this one
I will do some reading! I can can cool it, you just concentrate on temp up!
>> Edited by itsadeal on Tuesday 2nd May 22:43
itsadeal said:
I didn't say your compression is low. Your static compression will probably be heading for 11:1 ie high so useable boost will be about 3 psi unless you intercool or similar. So, it's one thing to sort out the installation but more work may be needed to cool the inlet temps. If you could use just 5 psi that would make for a pretty big improvement power wise.
Boosted.
like i said I will go with you on this one
I will do some reading! I can can cool it, you just concentrate on temp up!
>> Edited by itsadeal on Tuesday 2nd May 22:43
Before you get into this seriously may I suggest that you invest more time in research. The S6 is not exactly a reliable engine to start with. Slapping on a charger with out modifying/replacing other stressed components is asking for disaster.
For example....TVR fitted a charger on an S6 (destined to be the Typhoon) and found that the bottom end main bearing caps fell off whilst under load....This is likely because the main caps are single bolted, dowel located. The S6 cast crank as standard will not cope with the additional power either, it will need to be tuffrided and the entire bottom end balanced (at least). Then there is the issue with the standard rods....Little end carries more mass than the big end which means ideally alternative rods are required, (Carrillo), in order to balance the bottom end properly. Going this far you might as well replace the pistons for lighter forged items.
Whilst all of this has not even touched on the issues with the oil and coolant flow, to and around the cylinder head, plus the inherent valve train issues....
Don't get me wrong I am not trying to doom and gloom, I merely wish that you understand what you could potentially, be getting into here. More to the point I have first hand experience, as my 2003 S6 is currently being rebuilt ground up with all new components and a Procharger C2 blower running 6psi with charge cooler fitted. Its been a costly exercise and a very lengthy project so far....1 calender year come June 4th. Most of this has been waiting design and delivery of the replacement components.
A cheaper option would be to buy a second hand S6, slap a blower on it and run to destruction....you may get a few months fun out of it and you will always have your original motor to put back in.
However if you are serious and want to pursue a more reliable option, may I suggest you contact Dave Davies at TVR Craft for more info.
Good luck
G
Telephone: +44 (0)1722 411 118
Fax: +44 (0)1722 411 163
Email: office@autocraftsve.co.uk
That is what I am fitting to the 520SE's engine. Alright it is a big blower but I have a lot of room under the Wedge's bonnet. Again it all comes round to how much extra power you want and how reliable the engine needs to be as a result. Also bear in mind that the standard ECU is not the most friendly one for such upgrades.
Should know a bit more nest week as the new custom pistons have arrived and John Eales is building the basic engine this week before I install the Vortech, charge cooler and water injection. Then he will set it up on his dyno. Not cheap but loads of power as they say.
Should know a bit more nest week as the new custom pistons have arrived and John Eales is building the basic engine this week before I install the Vortech, charge cooler and water injection. Then he will set it up on his dyno. Not cheap but loads of power as they say.
Blimey Steve how many more ponies do you want under the bonnet of the purple beast 
. 
, if so, I look forward to seeing it run 
. Theoretically about 640... but I'll settle for 500+ which I think is more realistic but it is the 500+lb/ft torque I'm looking forward too. Don't know if it will be running at Goodwood. I need to spend some time getting the car set up and the driver used to it before using it in anger. It's been quite a long gestation but it is getting very close.
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