Frits 343 1.4 Turbo ic
Nice to see pretty much the stuff i said before was about right- its not a massive job to get a GTT engine in and running.
Shame ive gone all 360, as im good with GTT engines (and have everything here still, inc the Renix etc etc) and this thread proves what i thought all along.
Damnit, i knew i shouldve listened to myself and nobody else, lol.
If you want to know any GTT tuning info etc, let me know, my last one was 167@wheels with a powerband from 3000-7500 (peak at 6750).
PS- if your planning on running 15psi or more you need to put a strap around the intercooler or the end caps will blow off quickly.
PPS- its not a great intercooler, but i know of someone who got 218bhp@wheels with a standard crappy intercooler running water injection to help keep things cool.
Shame ive gone all 360, as im good with GTT engines (and have everything here still, inc the Renix etc etc) and this thread proves what i thought all along.
Damnit, i knew i shouldve listened to myself and nobody else, lol.
If you want to know any GTT tuning info etc, let me know, my last one was 167@wheels with a powerband from 3000-7500 (peak at 6750).
PS- if your planning on running 15psi or more you need to put a strap around the intercooler or the end caps will blow off quickly.
PPS- its not a great intercooler, but i know of someone who got 218bhp@wheels with a standard crappy intercooler running water injection to help keep things cool.
Hi Stavros,
First thing; From the beginning I knew why i should build this engine. Main thing was, and still is that I learn from it. For that, there is no reason to use a different engine. I also could get this complete engine cheap. A friend of me crashed his GTT at a circuit.
I have good connections with a lot of people wich know a lot about the GTT engine in holland. And maybe a important thing also, I 'm not stupid myself. So for the future it won't stay at 120 ps. I definately want to make this engine run on injection and ignition myself. With a programmable ECU you have a lot of (very) nice options too... But still make it run before i should talk..
I do wonder what you've done to the engine. Big turbo? injection? different carbs? other exhaust? etc.
I don't want to go that way already. I am still a student, so I cant spent much. So i will use the original turbo carb. and most standard things for now. I don't think it is smart to invest already before the engine has run nicely. A few things i make myself I do keep in mind that I want to blast in the future. Sow a big exhaust i will make.
I already knew that the intercooler explodes on big presurre. By the way, i only use this intercooler because I got it with my engine. There is a LOT of room to use a different and good intercooler.
We will see what the comming months will bring. I definately want to drive this car whitin a half a year. I don't have much time, but from Juli I just make time for this. It is too great to see things done..
Cheers
First thing; From the beginning I knew why i should build this engine. Main thing was, and still is that I learn from it. For that, there is no reason to use a different engine. I also could get this complete engine cheap. A friend of me crashed his GTT at a circuit.
I have good connections with a lot of people wich know a lot about the GTT engine in holland. And maybe a important thing also, I 'm not stupid myself. So for the future it won't stay at 120 ps. I definately want to make this engine run on injection and ignition myself. With a programmable ECU you have a lot of (very) nice options too... But still make it run before i should talk..
I do wonder what you've done to the engine. Big turbo? injection? different carbs? other exhaust? etc.
I don't want to go that way already. I am still a student, so I cant spent much. So i will use the original turbo carb. and most standard things for now. I don't think it is smart to invest already before the engine has run nicely. A few things i make myself I do keep in mind that I want to blast in the future. Sow a big exhaust i will make.
I already knew that the intercooler explodes on big presurre. By the way, i only use this intercooler because I got it with my engine. There is a LOT of room to use a different and good intercooler.
We will see what the comming months will bring. I definately want to drive this car whitin a half a year. I don't have much time, but from Juli I just make time for this. It is too great to see things done..
Cheers
for 167@wheels i had low compression pistons, lightened and balanced bottomend, lighter flywheel (makes a suprising difference), 2.5inch exhaust system, ported head, piper 285 cam (feels like a 2nd turbo when it comes on cam, high though, 6k+, but didnt lose any noticable low down performance), uprated head gasket and bolts, modified carb with different jets and bored out inside, chargecooler, front mounted intercooler, water injection, adjustable timing sensor, and a t25 turbo (that i know forget the spec of) running 23psi.
main thing that was holding me back was the turbo, too small, made a great powerband, but upping the boost made no effect after 23psi, and the rest of the car could easy take 30.
this was a very low reading RR though, and most cars read around 25bhp more on other rollers.
the 218bhp@wheels car was also on same rollers with a quite unusual spec....
stock bottomend, stock intercooler, stock manifolds and carb (just re-jetted of course though), massivley ported head, very special turbo, water injection, and 35psi boost.
peak power was only around 5600rpm and then the power dropped fast, which was strange.
incredibly fast though, ive seen with my own eyes a race from 70mph between that car and his friend in a 1990 Porsche 911 Turbo, and the GTT pulled away like the 911 wasnt moving.
from experience ive gathered over the years main things worth noting is...
that the carb is restrictive and although theres a huge pressure drop between carb top and engine, the car generally runs better with stock size carb internals, just run more boost!
the cars just loooove boost, and can take lots, although 30psi seems to be safe limit of the liners, even on stock internals that is fine if fueling and ign it done well.
as head bolts are not stretch type, i used to re-torque them every few weeks, a VERY quick job, and never once did i have a head gasket fail.
also keep an eye on rocker/pushrod clearances, they open up on their own and fairly quick, but is 30min job to set correctly, but ideally need a friend to help by turning crank is a spanner.
with them set nice and tight you have a much quieter engine and of course higher valve lift.
standard manifolds are fine and can do well over 200bhp.
wild cams work well with smaller turbos, but like all turbo cars, long duration cams make bigger turbos spool up much later in the rev range than if you had a stock cam.
and, well, the rest is your usual turbo tuning stuff really!
main thing that was holding me back was the turbo, too small, made a great powerband, but upping the boost made no effect after 23psi, and the rest of the car could easy take 30.
this was a very low reading RR though, and most cars read around 25bhp more on other rollers.
the 218bhp@wheels car was also on same rollers with a quite unusual spec....
stock bottomend, stock intercooler, stock manifolds and carb (just re-jetted of course though), massivley ported head, very special turbo, water injection, and 35psi boost.
peak power was only around 5600rpm and then the power dropped fast, which was strange.
incredibly fast though, ive seen with my own eyes a race from 70mph between that car and his friend in a 1990 Porsche 911 Turbo, and the GTT pulled away like the 911 wasnt moving.
from experience ive gathered over the years main things worth noting is...
that the carb is restrictive and although theres a huge pressure drop between carb top and engine, the car generally runs better with stock size carb internals, just run more boost!
the cars just loooove boost, and can take lots, although 30psi seems to be safe limit of the liners, even on stock internals that is fine if fueling and ign it done well.
as head bolts are not stretch type, i used to re-torque them every few weeks, a VERY quick job, and never once did i have a head gasket fail.
also keep an eye on rocker/pushrod clearances, they open up on their own and fairly quick, but is 30min job to set correctly, but ideally need a friend to help by turning crank is a spanner.
with them set nice and tight you have a much quieter engine and of course higher valve lift.
standard manifolds are fine and can do well over 200bhp.
wild cams work well with smaller turbos, but like all turbo cars, long duration cams make bigger turbos spool up much later in the rev range than if you had a stock cam.
and, well, the rest is your usual turbo tuning stuff really!
Well i have to admit that You did a great job. I'm amazed myself to see students and a " I'm a bit over 20 " people have so much knowledge. I'm not into cars much ( probably i would be more interested but, many things happen past several years ), but i'm learning from the others.
Really, You and germ, as well as the others, sometimes make me feel amazed.
Keep up the good work mate.
Cheers
Really, You and germ, as well as the others, sometimes make me feel amazed.
Keep up the good work mate.
Cheers
Volvo 340 GL 1.4 (1986)
I don't believe anyone suggested otherwise, other than you'd have trouble fitting the stock R5 manifold. Great potential though, and even better in a mk1 300 series for the ultimate sleeper effectStavros wrote:Nice to see pretty much the stuff i said before was about right- its not a massive job to get a GTT engine in and running.
1989 - Volvo 360 GLT
1985 - Volvo 360 GLS
2008 - Volvo S60 SE Lux
1985 - Volvo 360 GLS
2008 - Volvo S60 SE Lux
Well i think it's about time. I do get informed about cars, accessories, technical stuff across the Internet and magazines, but i think it's the time to do a little work... Just easy to say, but many other things to do ( university, earning some money illegal way by repairing computers & more blah stuff ).
Beside, parents are going off to vacation in several days ....maybe i'll have some work to do ....
Beside, parents are going off to vacation in several days ....maybe i'll have some work to do ....
Volvo 340 GL 1.4 (1986)
Hi there Frits! Nice to see your project is moving forward..Have you fixed the turbo placing problem? My 300 stated to work properly last week and now i have installed an extra "fuel distrubutor" which i also use as a choke ( I had to remove the orginal choke to make the Stromberg work propperly with boost ).
Now i have 0,7bar turbopressure with orginal b14/70 hp engine and it's not complaining yet but there is A LOT of fine tuning to make it run good.. But i'm satisfied that it even work ( it's my first turbo conversion ever ), but with alot of help from forums in Sweden and patient friends it was possible ..
Is there anyone who has a Renix 209 ignition to sell so i can throw away my homemade one? I'm very interested!!
Here is a pic how it looks now, cheers!
Now i have 0,7bar turbopressure with orginal b14/70 hp engine and it's not complaining yet but there is A LOT of fine tuning to make it run good.. But i'm satisfied that it even work ( it's my first turbo conversion ever ), but with alot of help from forums in Sweden and patient friends it was possible ..
Is there anyone who has a Renix 209 ignition to sell so i can throw away my homemade one? I'm very interested!!
Here is a pic how it looks now, cheers!
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no the 209 seems to be the original item of a renault 5 GT Turbo.
there are a number of differences, not only does the vacuum sensor have to be able to withstand positive pressure (boost) instead of relative negative (=vacuum), but it also needs to take the given pressure into account with the ignition timing.
so, the curve for a turbo engine is totally different from a NA engine.
there are a number of differences, not only does the vacuum sensor have to be able to withstand positive pressure (boost) instead of relative negative (=vacuum), but it also needs to take the given pressure into account with the ignition timing.
so, the curve for a turbo engine is totally different from a NA engine.
@ IvanS: thank you very much
@ Germ: the prop is NOT strong, it is the same as the other 1.4 models. I have too cange the prop, but that is a case for later.
@ Ale, Hi man, very nice to see it is running already. I haven't fixed the exhaust manifold yet. I want a equal pipe length manifold, soo it wil take a few months I think. I will use the GTT carburator, presurre regulator and pump. 0.7 bar is the pressure a standard GTT has, but with low compression. If you want go further, look for GTT pistons and cilinderhead. They can have a lot of pressure.
And yes, a renix 209 is what you want! you can drive a lot more safe, besides you can tune youre car more on the edge...
What petrol do you use, I will use octane 98.
I installed the dumpvalve and turbohoses today:
@ Germ: the prop is NOT strong, it is the same as the other 1.4 models. I have too cange the prop, but that is a case for later.
@ Ale, Hi man, very nice to see it is running already. I haven't fixed the exhaust manifold yet. I want a equal pipe length manifold, soo it wil take a few months I think. I will use the GTT carburator, presurre regulator and pump. 0.7 bar is the pressure a standard GTT has, but with low compression. If you want go further, look for GTT pistons and cilinderhead. They can have a lot of pressure.
And yes, a renix 209 is what you want! you can drive a lot more safe, besides you can tune youre car more on the edge...
What petrol do you use, I will use octane 98.
I installed the dumpvalve and turbohoses today: