Discussion
Have a visit to the following web site
http://bankspower.com/twin-turbo-products.cfm I am seriously , seriously thinking of going down this route.
I have made a list of for and against and so far the for far out weighs the against.
By the way the cost of everything you see for the 6 lt. twin turbo unit without the exhaust and without the gearbox is at the exchange rate we have now 6600 pounds.
It should be in and running for 10k what I would spend on top of my Griff to upgrade to a Tuscan
Look at the power figures and drool.
Simon
http://bankspower.com/twin-turbo-products.cfm I am seriously , seriously thinking of going down this route.
I have made a list of for and against and so far the for far out weighs the against.
By the way the cost of everything you see for the 6 lt. twin turbo unit without the exhaust and without the gearbox is at the exchange rate we have now 6600 pounds.
It should be in and running for 10k what I would spend on top of my Griff to upgrade to a Tuscan
Look at the power figures and drool.
Simon
Very nice idea
www.pistonheads.com/sales/detail.asp?i=29918&s=3
This one is mental.! made 374bhp at the wheels at austec.! had to have 2men sit on the back i got the video!
www.pistonheads.com/sales/detail.asp?i=29918&s=3
This one is mental.! made 374bhp at the wheels at austec.! had to have 2men sit on the back
i got the video!The Twin Turbo Griff is mine and the Austec day was a blast......remember it could only run at 2/3 throttle with 374bhp at the wheels before trying to jump off the rollers. They could not keep up with the speed as the power kicked in.
See the Griff adverts for details. I don't want to sell it but work commitment have taken over.
See the Griff adverts for details. I don't want to sell it but work commitment have taken over.
Ah Martinworth
a few pointers please
with a 650 hp twin turbo engine fitted what problems do you foresee
upgraded brakes
heavier torsion bars front and back
stiffer suspension
Roll bars
did you have to put a different clutch in
what about the diff will it transfer that type of power
spare underpants etc any advice would be appreciated
regards Simon
a few pointers please
with a 650 hp twin turbo engine fitted what problems do you foresee
upgraded brakes
heavier torsion bars front and back
stiffer suspension
Roll bars
did you have to put a different clutch in
what about the diff will it transfer that type of power
spare underpants etc any advice would be appreciated
regards Simon
You've got no chance with the standard clutch, gearbox or diff. As far as the suspension is concerned you might struggle to find a good compromise between rear suspension that's hard enough to prevent squatting on the bumpstops under acceleration and soft enought to give a compliant ride.
Assuming you can get all the power down (which you won't in the first three or four gears), that's enough power to make the car wheelie. Imagine the loads on the rear suspension when that happens!
Assuming you can get all the power down (which you won't in the first three or four gears), that's enough power to make the car wheelie. Imagine the loads on the rear suspension when that happens!
gazboy, there is an even bigger hole underneath that one. The design of the car kinda hides it though. Its all quite clever really!
Its also a cooler running alloy block.
siwes. See ls1boosted's website. He has loads of info on this and could do your car.
>> Edited by DustyC on Thursday 2nd December 13:43
Its also a cooler running alloy block.
siwes. See ls1boosted's website. He has loads of info on this and could do your car.
>> Edited by DustyC on Thursday 2nd December 13:43
Gazboy said:
What about cooling? There is a reason why the big power ricers have huge gaps in the front bumper- you've got one the size of a VCR, with two spotlamps and a numberplate in the way.
Intercoolers or charge coolers?
Will the GRP be ok with turbo's undernieth (this is a major headache for the Ultima guys).
Finger in the air job but I would say you'd need a very serious charge cooler system to cope with the thermal load outside of normal highway and short sprint usage. The auxillary radiator would need to be huge. It would *have* to be an intercooler in my opinion
No intercooler or aftercoolers needed!
If you do fit them and run the thing on high octane fuel the engine will produce upwards of 1100 hp , even I realise that those type of power figures are silly.
600-650 without any cooling if fine thats with 15psi boost .
the complete price for everything you see on page one of that web site is 10k usd to get it across to the uk is quite reasonable so I think I will have to go for it.
simon
If you do fit them and run the thing on high octane fuel the engine will produce upwards of 1100 hp , even I realise that those type of power figures are silly.
600-650 without any cooling if fine thats with 15psi boost .
the complete price for everything you see on page one of that web site is 10k usd to get it across to the uk is quite reasonable so I think I will have to go for it.
simon
The 10k$ will be just the start....
Don't forget that the gearbox and clutch will become consumables and that is even race spec parts. Richard Thorpe found that the chassis was bending when he took his NoS'd griff upto those levels and had to start welding additional chassis bracing as well. His clutch was lasting 800 mile between replacement. The drive shafts and diff also became consumables as well.
To be honest the engine bit is the easy part. You will need multiple fuel pumps etc so budget another £500 for those. The rad will need upgrading with the rest of the cooling system so budget another £500 for that.
To be honest if the engine costs around $10000, the project will cost twice that in my and most experience. Yet to see a major engine transplant that hasn't.
Might also want to talk to the insurers first as well. They might not like the idea...
Steve
(whose 520 has consumed 4 clutches, 3 gearboxes, 1 diff, lots of brakes, shocks and suspension... )
>> Edited by shpub on Thursday 2nd December 20:05
Don't forget that the gearbox and clutch will become consumables and that is even race spec parts. Richard Thorpe found that the chassis was bending when he took his NoS'd griff upto those levels and had to start welding additional chassis bracing as well. His clutch was lasting 800 mile between replacement. The drive shafts and diff also became consumables as well.
To be honest the engine bit is the easy part. You will need multiple fuel pumps etc so budget another £500 for those. The rad will need upgrading with the rest of the cooling system so budget another £500 for that.
To be honest if the engine costs around $10000, the project will cost twice that in my and most experience. Yet to see a major engine transplant that hasn't.
Might also want to talk to the insurers first as well. They might not like the idea...
Steve
(whose 520 has consumed 4 clutches, 3 gearboxes, 1 diff, lots of brakes, shocks and suspension... )
>> Edited by shpub on Thursday 2nd December 20:05
siwes said:
600-650 without any cooling if fine thats with 15psi boost
I'd be interested to hear what the turbo guys have to say about that. In the supercharger world intercooling generally seems to be regarded as optional below about 5-6 psi of boost. Turbos can be more efficient but even so 1 bar sounds like a lot to run without charge cooling. Anyway, a few feet of pipe and a radiator is pretty trivial compared to the work to get your engine to churn out 600 bhp and, as Steve says, the knock-on effects on the rest of the car are likely to be more of a problem.
It's a very comprehensive kit but massively into the bling and it's been around for eons so it's getting quite dated by today's standards. If the japanese saw it they would probably laugh. An iron small block is probably running over 9:1 c/r with a massive squish clearance so I can't see it likeing 15 psi for more then a nanosecond 
That would make the c/r something close to 14:1 although that's only a guideline figure.
For a mere fraction of the cost you could make it yourself. Make/modify 2 cast iron exhaust manifolds and fabricate 1 stainless or mild steel plenum and your on your way
Boosted.
That would make the c/r something close to 14:1 although that's only a guideline figure. For a mere fraction of the cost you could make it yourself. Make/modify 2 cast iron exhaust manifolds and fabricate 1 stainless or mild steel plenum and your on your way
Boosted.
Gazboy said:
[quote=siwes]
600-650 without any cooling if fine thats with 15psi boost
Tell you what siwes, if you can get an RV8 engine to run at 15 psi without 'coolers, and at 650bhp, for a decent length of time, I'll pay for the lot. Personaly, I think you are going to have a big gooey mess hanging between your engine mounts.
My 4.5 Rover twin turbo was on 9.1:1 c/r. It liked 7-8 psi for good lengths of time but pinked like a good-un if I went to 10 psi. I wasn't able to map that out. No way would it have accepted 15 psi.
Boosted.
Gazboy
why do you question the power output of this engine , go to the web site and READ its not me giving these figures its a very reputable company that has been in the power game for many years I am only quoting their figures , I would take the short V8 block over some Jap rubbish any time. These engines are proven units look at your Nascar this is what they use Banks power
Jeeeeezzzz
why do you question the power output of this engine , go to the web site and READ its not me giving these figures its a very reputable company that has been in the power game for many years I am only quoting their figures , I would take the short V8 block over some Jap rubbish any time. These engines are proven units look at your Nascar this is what they use Banks power
Jeeeeezzzz
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