Rise of the Phoenix
Discussion
Well it's been more than a while since I updated this thread, plenty has gon on behind the scenes with the build pretty much planned out.
Wortec have been doing the TT construction, all CAD so very easily repeatable.
Pretty happy with the results
A big part of the build brief was accessibility, we got that covered as all this kit can come on and off with the engine in place, just as importantly, the plugs and leads are not heat compromised.
Once the hot side of the pipe work is ceramic coated temps should be nicely under control, only dilemma is what colour to coat them.
Wortec have been doing the TT construction, all CAD so very easily repeatable.
Pretty happy with the results
A big part of the build brief was accessibility, we got that covered as all this kit can come on and off with the engine in place, just as importantly, the plugs and leads are not heat compromised.
Once the hot side of the pipe work is ceramic coated temps should be nicely under control, only dilemma is what colour to coat them.
Edited by Xpuffin on Wednesday 25th November 21:33
Mud_ said:
Wow, spaghetti primaries! I don't know much (/anything) about turbo header design, but is there a significant performance benefit in not merging earlier/before the turbo flange? Most turbo headers I've seen don't care much for equal lengths or long lengths. Clearly some effort went in there
Are there plans to sell a kit?
Due to the unique firing order of the LS range, creating primaries with the swept volume of a cylinder means that as the bank "double taps" the turbo each pulse will enter the turbo separately rather than overlap and thus cause heat and back pressure. Particularly noticeable at the higher Rpms.Are there plans to sell a kit?
External waste gates, not plummed in as yet. Yes, heavily supported.
We are actually working from the benefit of the development done by the Henessy Venom team on this build with regard to fluid dynamics so I'm happy that whatever seems different is so for a very good reason.Turbos are GT3582s.
The triangular sections solved an access problem without compromising volume or gas speed.
We are actually working from the benefit of the development done by the Henessy Venom team on this build with regard to fluid dynamics so I'm happy that whatever seems different is so for a very good reason.Turbos are GT3582s.
The triangular sections solved an access problem without compromising volume or gas speed.
ARAF said:
Is he the one that said "Put half a tiger in your tank" ???
If I'm reading right, then with this, you're looking for the opposite of what an expansion chamber does on a 2 stroke - ie making the primaries of a length where any exhaust pulse is unimpeded by those which come before, or after.
Correct, as the LS fires twice per bank the turbo cannot process each pulse before the next arrives once up to speed.If I'm reading right, then with this, you're looking for the opposite of what an expansion chamber does on a 2 stroke - ie making the primaries of a length where any exhaust pulse is unimpeded by those which come before, or after.
ARAF said:
Is he the one that said "Put half a tiger in your tank" ???
If I'm reading right, then with this, you're looking for the opposite of what an expansion chamber does on a 2 stroke - ie making the primaries of a length where any exhaust pulse is unimpeded by those which come before, or after.
If I'm reading right, then with this, you're looking for the opposite of what an expansion chamber does on a 2 stroke - ie making the primaries of a length where any exhaust pulse is unimpeded by those which come before, or after.
stevieturbo said:
When it seems they've went to length....to retain length, how come they haven't retained division to the flange, to then use a divided scroll ?
What you are seeing is the primary's to the turbo bracket mounting flange, not the turbo flange.I expect to see some form of divided scroll using ceramic technology within that add on extending into the headers you see, together with the waste gate architecture, obviously upstream of the turbo. The reason this is as an add rather than constructed into the manifold is for greater flexibility post build with regard to a component upgrade or sidestep. or if future kits are ordered, the flexibility for component downsizing for lower HP requirements.
This will be a truly modular build.
wormus said:
Fair play for wanting to do things your own way however, I have to ask, why go to so much effort and expense when Arnie and Stevie have built very powerful, fast motors for a fraction of the cost? For around £50, Arnie bought a 1200hp engine which is still running and for a further £27.50 John Sleath changed the whole rear end, fitted a roll cage and turned it into an automatic.
Stevie has manifolds he made himself from scaffold pipe and again his does the business.
Not at all knocking what you are doing, just curious to understand why go this route when there are obviously easier ways to achieve your objective.
All very good questions.Stevie has manifolds he made himself from scaffold pipe and again his does the business.
Not at all knocking what you are doing, just curious to understand why go this route when there are obviously easier ways to achieve your objective.
Regards engine the only difference in cost is that of the labour and as I don't have the time then I'm happy to pay that.
This isn't my only project, at present I'm also working on the Firebird, a 1964 Mini Traveller, an R107 500SL ,a 456GT and a lovely Rover 800 Sterling so my time is best spent in the areas where I feel comfortable.
I want to try something different with the Monaro simply because I can take advantage of someone else's development at a tiny fraction of the cost plus my original kit is 500hp short of where I want to eventually be.
Regards the rear end setup, yes a solid beam axle is a very good choice for Arnies requirements and certainly if mine were similar I'd be beating a door to Johns as he's now got experience in that type of mod.
I will be changing the rear, not this year though as I want the engine and software development to be the focus. The company I intend to approach have experience in the arepa I wish to explore so as soon as I have a better understanding of the complexities of the mod I shall be contacting them.
I have no Mortgage, no kids and no one to leave the money to so I'm going to try and check out with a hole in my arse, this is a pretty good way to do that IMO.
Besides, I love the Monaro, it's the ONLY car I tolerate costing me money.
Edited by Xpuffin on Friday 27th November 09:23
stevieturbo said:
And depending on engine size/power/boost goals a little bigger than GT35's may be called for, they have a fairly small turbine wheel.
The turbos aren't off the shelf, running a 1.06 turbine if memory serves plus upgraded bearings and seals and blueprinted.However, you may be right, which is why a modular build is paramount.
wormus said:
That's all you needed to say
So that sort of implies you are going for 1400hp? Should be very interesting to see how the LS7 copes with that, sounds similar to the Hennessey Venom. What transmission/gearing have you settled on?
No not that much, possibly only what I had before plus a bit, but under stressed due to the nature of its useage.So that sort of implies you are going for 1400hp? Should be very interesting to see how the LS7 copes with that, sounds similar to the Hennessey Venom. What transmission/gearing have you settled on?
Edited by wormus on Friday 27th November 14:08
Transmission wise it's still at the selection stage, there's one clear candidate but no winner yet.
That's not scheduled for this winter though, more likely winter 2016. So initially existing running gear incl clutch so limited by those factors.
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