Ali's drift 360 project

Post by **Stavros** » 29 Jan 2007 09:04 pm

Fantastic work mate, keep it up!

Does anyone know if 740turbo manifolds (ie T3 flange) fit differently and therefore give clearance issues?

And this manifold, anyone know what flange it is? Its a mitsi turbo, but is it a T25 flange or?

Post by **Nikdev** » 29 Jan 2007 09:46 pm

Stavros wrote:Fantastic work mate, keep it up!

Does anyone know if 740turbo manifolds (ie T3 flange) fit differently and therefore give clearance issues?

Yes, its a difference
The 940 manifold are the best ones and it don't gives clearance issues, but with the 740 manifold you do get issues, and less power...

Great work Ali!

Post by **Stavros** » 29 Jan 2007 11:40 pm

any idea what flange the 940 one is then?

is it a T2/25, T3, or some special mitsubishi one?

Post by **foggyjames** » 29 Jan 2007 11:56 pm

It's a Mitsi TD04 flange....basically identical to a T3, but with a raise lip in the centre. Most people drop them off at their local friendly machine shop to have the lip removed if they want to fit a T3-flanged turbo.

Sorry Ali...I guess I just look at the pictures

Those last two bolts can be a bit of a slut, but I'm sure you'll get them off.

SteveP....sod off and listen to some prog rock, you brummie git

cheers

James

Post by **Stavros** » 30 Jan 2007 12:21 am

cool, so the bolt pattern is same as T3?

Post by **foggyjames** » 30 Jan 2007 12:54 am

Yaha! It's a much nicer manifold. For a start, it uses studs, rather than through-bolts.

cheers

James

Post by **big_wig_074** » 31 Jan 2007 06:50 pm

how is this gonna be managed?you got a 940 set of ecu's?if so do you need the loom and other bits from the 940 as well?

Post by **Ali** » 31 Jan 2007 06:55 pm

Nah it'll be on megasquirt, would have to change the flywheel to use the 940 management and we tried stripping the loom out of a 940, its all in with the whole cars loom, bit of a mission

Post by **big_wig_074** » 31 Jan 2007 08:36 pm

fair enough,do you need squirt and spark then?as id imagine you need to retard the ign as well as increase the fuel.you gonna map it urself?

Post by **foggyjames** » 31 Jan 2007 08:51 pm

Spot on....I'd imagine the answer to that will be yes and yes! When the time comes Ali, I can probably obtain some B230 turbo maps, for reference. Ignition timing should be similar.

cheers

James

Post by **big_wig_074** » 31 Jan 2007 10:24 pm

cool,all clever stuff!hope to see a write up with pics on this as im quite interested myself!

Post by **jtbo** » 01 Feb 2007 02:56 am

Hmm, Ali you will get some bigger injectors right?

I'm pretty sure stock injectors will run out of juice, they are good for 150hp in NA engine, but that is about it.

Post by **Ali** » 01 Feb 2007 11:15 am

Got the turbo injectors sat in the garage already

Anyone know if the fuel pump will be up to the job?

Post by **jtbo** » 01 Feb 2007 12:02 pm

Ali wrote:Got the turbo injectors sat in the garage already Anyone know if the fuel pump will be up to the job?

Fuel pump should be more than enough, imo. It is very powerful pump actually and not first one that needs to upgrade even when you are taking serious amount of horsepower.

What kind of boost you are going to run? I guess you had cr of 10 in that engine?

740 turbo injectors were enough for something around 200hp if I don't remember wrong, 3 bar fuel pressure helps life there a bit, pressure regulator is what is needed to be changed as stock is 2.5bar model, but this change is not necessarily needed, depends a bit from boost level also. There was some trouble that boost in manifold would decrease actual amount of fuel squirted, but this is really little discussed subject so can't throw much of facts about it.

Turbobricks site might be handy on some things too.

I had some odd calculator but now it seems I have lost it, there was possibility to calculate how much boost is safe with certain CR, can't remember even where it based those calculations, too long time when I seriously studied from these things.

Post by **jtbo** » 01 Feb 2007 04:12 pm

Oh yes, now I remember, turbo pressure regulator works so that it compensates fuel pressure decrease with manifold pressure, or something like that.

If pressure in manifold is 1 bar over atmosphere then effective fuel pressure is something less than 2.5bar because pressure in manifold makes it harder to squirt fuel.