I would imagine that special camshafts would be needed to take advantage of the unique nature of the powerband when taking the restrictor into consideration. Your normal, off-the-shelf performance cams would probably do the car a disservice. I bet Delta could put something together for you that would work well and not cost an arm and a leg.
we checked with delta already. not terrible but at least an arm and maybe a third of a leg pretty confident we will get avcs working right on this next go
Need two different buckets to get the valve clearance back into spec, 0.1921" and 0.1913" (#301 and #281). We can reuse the remaining buckets, but they will have to get shuffled around. ~Dan
manifold getting ready for reversing fuel lines swapped (also made it parallel feed at this time) vf36 left, gt2871r right (vf36 is slightly elevated in this pic making it look bigger than it really is) engine harness clean-up coming together in the car prelim turbo position, ended up a bit too close to firewall
new mount for the headlights/radiator/intercooler painted with everthing out of the way test fitting to make sure bumper cover clears mounted up the clearance is very tight, to make it work right I will have to cut the original inlet/outlet off and weld on 90 degree ones here is the new cross bar out of the car potential tensioner mock-up. just barely clears the timing belt cover so it may work
Looking good Carl! I'm glad the new intercooler is just the right size. We gotta get that timing belt on now! The AVCS cam gear alignment dowel holes got ovalized when the motor hydrolocked on it's own coolant. So new AVCS gears are on the way (intake only, exhaust is non-AVCS). ~Dan
yea it's completely non-structural. it's the most flimsy bit of sheetmetal ever. the bar I replaced it with is far stronger
Yea, I've cut that support out of a couple EA82s (probably about half the torsional rigity of a GD...) with no change, one of which was (and still is) an ORV. And the one in our '92 Legacy was held in with sheet metal screws, that car was my mom's DD for the most part, so it didn't really get worked, but yea. Excellent :biggrin:
some more updates. Dan and I got the timing belt on last week. He has the fancy cam gear tool, I made a ghetto tool for the AVCS cams. JDM y0 throttle body spacer that Mike's friend machined final mounting of the tensioner (flipped it 180 from how I had it, ground the edges lower and slotted the lower mounting bolt so I could move it farther from the crank pulley) I made a bead roller for my intercooler pipes. It's a heavier duty version of the typical vice-grips one you see online. I used a bolt cutter instead. It does 18 gauge stainless steel no problem without needing heat. example of Aluminum pipe example of stainless steel pipe got my new manifold from fobia I also had fobia weld on the new inlet/outlet for the intercooler This is pretty much the end of all the major work. I need to make a downpipe, get a turbo oil-line made up, get the new turbo restrictor / intake made, and get all the hoses and wires and sensors routed and secured properly.
I like the home-made bead roller. Or should I say bead press at this point? lol I'm curious as to why you needed the TB spacer. Was it a clearance issue or did you want a larger plenum? How much plumbing do you think you saved by rotating the intake? The bulk of the savings come from the rotated turbo and an elbow welded onto the compressor housing. With my setup, I could save about ten inches over what I already have. Lastly, what trim is that 2871R? I was curious as to which configuration you would ultimately run. Since there are so many variations with that CHRA, a lot is available. The one I had was the largest in every respect, which might not have worked well with your setup and the restrictor. It was a 56 trim (largest inducer), T04E compressor housing, and the .86 A/R turbine housing. I can see my old turbo having a short powerband on your setup with the restrictor. I want to see the funny looking powerband from this setup! This looks to be about as good as it's going to get in your situation.
tb spacer was only to get clearance - since I had to rotate the tb 90 degrees to clear the alternator, the dbw motor hit the top of the manifold. The other related issue was the channel for the map sensor was partially exposed at the bottom as the intake manifold flange is not symmetric. So a small spacer was the easiest way to solve both issues. I have no idea on rotated piping savings since I came from a topmount. I only have maybe 4' of piping right now. turbo is the same as yours but with a .64 turbine a/r - the restrictor really kills airflow at 5k rpm on any turbo so went for faster spool
