CMF_asdame
» CMF Member
getting there
my ghetto $100 turbo build :)
- Thread starter CMF_frank2
- Start date
CMF_frank2
» CMF Memberaye paul
the RRFPR is showing good promise
here,s the pressure difference when i pull the vacuum pipe offhttp://tinypic.com/player.php?v=2ue5it4&s=5
Attachments
CMF_frank2
» CMF Membergot the fueling as close as i can now with this rrprv
we,ve got a helper spring on the diaphram rod (so about 2 x stronger push now)
and the larger/softer spring gives the 20psi base pressure @ low throttle (while the rod is retracted, till about 1/3 a bar of inlet vacuum)
its set so that above the 1/3 a bar vacuum the rod is pressing down on the stock diaphram and delivering 45psi of fuel pressure, and in theory any positive pressure/boost is increasing that further still
we,ve got a helper spring on the diaphram rod (so about 2 x stronger push now)
and the larger/softer spring gives the 20psi base pressure @ low throttle (while the rod is retracted, till about 1/3 a bar of inlet vacuum)
its set so that above the 1/3 a bar vacuum the rod is pressing down on the stock diaphram and delivering 45psi of fuel pressure, and in theory any positive pressure/boost is increasing that further still
Attachments
CMF_frank2
» CMF Membertried to vid a rolling start 1st gear from 2k, but switched the camera on a tad late tho (but if you pause the vid and wind back to 0, it shows 2k and zero boost)
was trying to show the response, and steady boost level (the red needle shoots to the same spot inbetween 0 and 10psi whenever full throttled eh)
well, its nearer 1/2 throttle tbh, (had to fit a bumpstop) because its still leaning out @ wot, even with 292cc injectors and 45psi fuel pressure ! and its a thirsty bastard when booted too lol
(but if you pause the vid and wind back to 0, it shows 2k and zero boost)was trying to show the response, and steady boost level (the red needle shoots to the same spot inbetween 0 and 10psi whenever full throttled eh)
well, its nearer 1/2 throttle tbh, (had to fit a bumpstop) because its still leaning out @ wot, even with 292cc injectors and 45psi fuel pressure ! and its a thirsty bastard when booted too lol
Attachments
CMF_k11_facelift
» CMF MemberAre you still using the stock fuel pump?
CMF_frank2
» CMF Memberyes matt, it did cross my mind that more flow would help, and i,ve never changed a fuel filter either lol.
i,ll fit the ebay fuel reg back on and try a flowtest asap, but i want to try the 260/10mm inlet cam first
CMF_k11_facelift
» CMF MemberI'd personally sort the fueling out first, then fit the cam, cams wildly effect the powerband on turbos don't they(?) Don't want to find out you'd have been better on stock cams Suppose it doesn't take long to swap em out for you. I wonder what a 1.0 exhaust cam would be like.
Suppose it doesn't take long to swap em out for you. I wonder what a 1.0 exhaust cam would be like.CMF_frank2
» CMF Membertoo late matt, the cam is in lol
i tested the flow and it seems fine
it still flowed as mad when i ragged it in 1st and 2nd a couple of times (the can was full by then lol)
our pumps flow about 90L/hr i think, which should be more than enough imo.
and i doubt if i,m sacrificing much in the way of hp with only 1/2 throttle tbh (would be different for an N/A screamer eh)
i tested the flow and it seems fine
it still flowed as mad when i ragged it in 1st and 2nd a couple of times (the can was full by then lol
)our pumps flow about 90L/hr i think, which should be more than enough imo.
and i doubt if i,m sacrificing much in the way of hp with only 1/2 throttle tbh (would be different for an N/A screamer eh)
Attachments
CMF_frank2
» CMF Membergot the rising rate fuel reg working spot-on now 30 psi rising to 60 psi under boost, which is allowing full throttle at last !
and the 260/10mm inlet cam is definite win
so..........the conclusion is that you CAN ghetto build a CG+T, and have SR20 grunt from 2k rpm, and for a very low cost if you diy.
gonna go back to a more insurance friendly N/A soon (till 1/4 mile season), and start the next project
30 psi rising to 60 psi under boost, which is allowing full throttle at last !and the 260/10mm inlet cam is definite win
so..........the conclusion is that you CAN ghetto build a CG+T, and have SR20 grunt from 2k rpm, and for a very low cost if you diy.
gonna go back to a more insurance friendly N/A soon (till 1/4 mile season), and start the next project
CMF_asdame
» CMF Memberfab work
CMF_ToToL
» CMF MemberGood job, and i was wondering for a what turbos on my k11 and my pajero...seems that the pajero's turbo will go on the K11!did you use a td04?what are the specs?
Do you think an ebay RRFPR should be ok?i haven't the same scrapyard as yours lol!Minis (and all "good" or "sport"cars) good to scrap there usually pass by saturday night fever and finish on sunday morning fire lol.The week-end's thieves sad stories!
Do you think an ebay RRFPR should be ok?i haven't the same scrapyard as yours lol!Minis (and all "good" or "sport"cars) good to scrap there usually pass by saturday night fever and finish on sunday morning fire lol.The week-end's thieves sad stories!
CMF_frank2
» CMF Member95% of reg,s listed as rising rate are really fixed rate ones totol, that ebay RR one in the vid shows a differential of only about 7psi between idle and wot (so i only used it in the fuel feed line to test the ghetto one out).
you need at least 2:1 differential in fuel pressure to counter the over-rich idle/low throttle, and the leaning out @ wot.
which means you need a RRFPR with about 4:1 to 6:1 ratio (depending on what boost you,re running)
we,ve been running this setup this week, with 1.3 pistons SR20 t/b and 2 headgaskets, and more boost these CG,s are VERY strong.
i would,nt use any bigger than a GT15 personally, here,s how small the exhaust gasses are confined to tho :O smaller than my little waving pinky finger !
you need at least 2:1 differential in fuel pressure to counter the over-rich idle/low throttle, and the leaning out @ wot.
which means you need a RRFPR with about 4:1 to 6:1 ratio (depending on what boost you,re running)
we,ve been running this setup this week, with 1.3 pistons SR20 t/b and 2 headgaskets, and more boost
these CG,s are VERY strong.i would,nt use any bigger than a GT15 personally, here,s how small the exhaust gasses are confined to tho :O smaller than my little waving pinky finger !
Attachments
CMF_frank2
» CMF Memberdid some hooning at work this week http://tinypic.com/player.php?v=wkfprl&s=5
and fitted a knock sensor to the (apparently weaker) cyl # 3
gonna fit a micraphone to it too, and then see where the det kicks in, and probably try a ghetto water injection to eliminate it
its had a proper ragging so far, but because the little GT15 basically turns into a heatpump @ anything over 5k-ish (not helped by the lack of intercooler) i,ve only really used WOT @ 2k to 5k tbh
i guess i could gain another 30hp @ full chat, but with this 260/10 inlet cam retarded about 20deg, i would probably lose some of this daily driver midrange punch
http://tinypic.com/player.php?v=wkfprl&s=5and fitted a knock sensor to the (apparently weaker) cyl # 3
gonna fit a micraphone to it too, and then see where the det kicks in, and probably try a ghetto water injection to eliminate it
its had a proper ragging so far, but because the little GT15 basically turns into a heatpump @ anything over 5k-ish (not helped by the lack of intercooler) i,ve only really used WOT @ 2k to 5k tbh
i guess i could gain another 30hp @ full chat, but with this 260/10 inlet cam retarded about 20deg, i would probably lose some of this daily driver midrange punch
Attachments
CMF_ToToL
» CMF MemberIs it the turbine feed side?you reduce the diameter ?? so you had too much lag to come to this method!i'll forget the T20 idea (pajero turbo size)!
CMF_frank2
» CMF Member
CMF_Mickb
» CMF Member
CMF_frank2
» CMF Memberimperial measurements eh mick !
the duration is often classed from 50" thou lift i believe, so 268 deg exh, and 254 deg inlet ? and .4" lift (10mm)
the duration is often classed from 50" thou lift i believe, so 268 deg exh, and 254 deg inlet ? and .4" lift (10mm)
CMF_Mickb
» CMF MemberYes I thought you would like that
I have read that is the 'standard' of sorts. Which seems to be an american/uk thing.
I have had a few sets of cams for micra's before.
Tomei 256 - over-rated for the price
Mulholland 272 - awesome cam on stock intake
and these ones (which are 'said' to be 296/280, which is taken from peak open, not at full lift) - basically could not get it to run stable at all on stock ignition/fuelling, that was a while back, I will test it out again sometime.
Attached is a comparo of stock and a/m exh cams
I have read that is the 'standard' of sorts. Which seems to be an american/uk thing.
I have had a few sets of cams for micra's before.
Tomei 256 - over-rated for the price
Mulholland 272 - awesome cam on stock intake
and these ones (which are 'said' to be 296/280, which is taken from peak open, not at full lift) - basically could not get it to run stable at all on stock ignition/fuelling, that was a while back, I will test it out again sometime.
Attached is a comparo of stock and a/m exh cams
Attachments
CMF_frank2
» CMF Memberjeeez, those are monster lobes mick ! the valves are held fully open for ages eh.
it just goes to show how there are "durations and durations"
they have included the 16" thou valvelash in the readings which adds to the confusion eh.
some cam companies would class them as 270 deg inl and 286 deg exh @1mm lift and zero lash, and many measure from 0 lift and 0 lash (which would make them close to 400 deg lol)
it just goes to show how there are "durations and durations"
they have included the 16" thou valvelash in the readings which adds to the confusion eh.
some cam companies would class them as 270 deg inl and 286 deg exh @1mm lift and zero lash, and many measure from 0 lift and 0 lash (which would make them close to 400 deg lol)
CMF_Mickb
» CMF MemberI suspect that it is all about companies wanting to state large numbers on their products.. Back to your car, tracking this engine sometime soon?
CMF_frank2
» CMF Memberapril 1st is the next 1/4 mile mate, so i,ve been fitting the bike communication microphone to the knock sensor today (gonna monitor the milivolts and sound while i induce some DET to find the limits)
and the 5th injector had allowed me to drop the fuelreg pressure (which has given back the bike-like throttle responce, and 2 k spool-up )
page 2 continues here https://micra.org.uk/cmf/message/75745
and the 5th injector had allowed me to drop the fuelreg pressure (which has given back the bike-like throttle responce, and 2 k spool-up
)page 2 continues here https://micra.org.uk/cmf/message/75745
Attachments
CMF_Lodo75
» CMF MemberHaha your creativity has no boundaries frank!! Really awesome diy solutions. Love following your posts
CMF_SSUK
» CMF Member
CMF_SSUK
» CMF Member
CMF_Mickb
» CMF MemberKnow any history of them?
Pmd
Pmd
CMF_SSUK
» CMF MemberNone what so ever I'm afraid. I am currently in the process of running simulations to see what the limits are for camshaft profiles on the CG cylinder heads.
We are somewhat limited by the 30mm follower sizes on what can be achieved using available off the shelf valve springs. The standard valve train is prone to the risk of valve bounce and hits an early limit on duration and lift due to having a shim over bucket design.
Larger followers aren't much of an option due to the head configuration, so it's a challenge. I guess someone must have made them work though but to what extent I cannot say.
A 296/280 combination will be pretty hard core in terms of rpm and I have no idea what the CG13 cranks are good for either for that matter to support 'sustained' high rpm use.
We are somewhat limited by the 30mm follower sizes on what can be achieved using available off the shelf valve springs. The standard valve train is prone to the risk of valve bounce and hits an early limit on duration and lift due to having a shim over bucket design.
Larger followers aren't much of an option due to the head configuration, so it's a challenge. I guess someone must have made them work though but to what extent I cannot say.
A 296/280 combination will be pretty hard core in terms of rpm and I have no idea what the CG13 cranks are good for either for that matter to support 'sustained' high rpm use.
