froggy
|
| posted on 7/4/11 at 07:49 PM |
|
|
not much to show but finally settled on the mounts for the air to air intercooler and got all the boost hose runs mocked up
working on the front end now carving bigger holes in the inner wheelarches to gain some steering lock and modify the pedals for heel and toe etc
[Edited on 7/4/11 by froggy]
[Edited on 8/4/11 by froggy]
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
|
|
Minicooper
|
| posted on 9/4/11 at 02:31 PM |
|
|
Hello,
Just a quick question, between the b204 and b234, if you starting from scratch which would you choose
Cheers
David
|
|
|
froggy
|
| posted on 9/4/11 at 02:36 PM |
|
|
what its going in and what sort of power are you looking for ?
[Edited on 9/4/11 by froggy]
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
Minicooper
|
| posted on 9/4/11 at 02:43 PM |
|
|
It would be a mid engined mini, standardish power to start with, tuned later on, not so much for outright power more for ease of driving.
Cheers
David
[Edited on 9/4/11 by Minicooper]
|
|
|
froggy
|
| posted on 9/4/11 at 03:55 PM |
|
|
that sounds familiar 
if your on 13" wheels try and find a complete 2.3 lpt car which will have the taller 3.61 final drive . most of the 2 litre manual cars have the
4,05 final drive which is fine on 16" wheels but too short for little wheels .
for small cars like ours the 204 does rev well and with a set of t5 volvo valve springs (£70) will rev to 7500 quite happily .
the 234 from a lpt car with the t25 will make 200hp with a couple of simple tweaks and they share injectors with the aero so can support 300hp with a
bigger turbo
have a look on ecu project as you can tweak the stock hardware with a can usb lead .
have a look at how i sorted my drive shafts as you may have more issues with the standard mini track .
a full car is cheaper than buying and engine ,box ,loom etc and if your donor is a cse you could have cruise control as well
my road car was a £200 mot failure with full history and 70k.
looking at your pictures your rear end is similar to mine so you might sneak the lump in but the drive shafts will be mega short if you run standard
track
[Edited on 9/4/11 by froggy]
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
Volvorsport
|
| posted on 9/4/11 at 04:03 PM |
|
|
id agree on the massively over engineered saab aswell .
its not just volvos that can do big power with little work , unfortunately the volvo b234 , never came in turbo form , but youll see swedes turning
the wick up to 1000hp and 7 and 8 second quarters .
i think if you count safety as a priority in injectors youll always need more headroom to allow for average joe , and as said before your aguring
about BSFC at the now much more efficient 2 bar with a proper sized turbo , it all changes .
and to justify it , i have 660cc injectors for my volvo b234 turbo , and that should make 500 hp
its also not just over engineering , with the right setup , you can avoid , det, pre ign etc which can destroy an engine - bend rods etc .
theres a guy running a std B20 pushrod motor ( in essence)in a 142 in sweden , all std internals , that runs 11 sec quarters , so its all possible .
www.dbsmotorsport.co.uk
getting dirty under a bus
|
|
|
froggy
|
| posted on 9/4/11 at 04:20 PM |
|
|
compared to turbo management systems from other turbo cars of that age the saab system is miles ahead and still has better knock protection than most
standalones that are available today .
the 204/234 does make best power towards the lean end of the mixture range so the apc system needs to do its job ,bleed valves are a bad idea .
[Edited on 9/4/11 by froggy]
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
Minicooper
|
| posted on 10/4/11 at 01:50 PM |
|
|
Thanks Froggy/Volvosport,
This is for another mini which uses haynes roadster double wishbone at the front, de dion at the rear and ford sierra running gear all round, so the
track is the same as a ford sierra so I should be alright with the driveshafts, I'm also using 15" team dynamics which are close in size
to the original saab wheels.
Originally I was going to fit a Honda Blackbird engine I already have, but the idea of chain drive and mucking about with electric reverse is getting
less and less appealing. Also using the ford running gear, big brakes and large wheels the mini will not be particularly light for a bike engined car,
the idea of using a saab turbo engine just gets more interesting
Cheers
David
|
|
|
froggy
|
| posted on 23/4/11 at 06:34 AM |
|
|
pretty much run out of things to mock up bar the coolant and fuel lines so ripped it apart to start the marathon final wels session
the 2.0 engine came from a low pressure turbo car with 90k on it and just needs a head gasket ,stem seals and a newer pair of timing chain guides . As
usual all the cross hatch marks in the bore are still visible and no sign of wear in the mains or big end bearings .
luckily i have a block with a big hole in the side of it that will donate all the bits so the fresh engine will cost a wopping £13 for the head gasket
people going north of 500hp seem to change the fuel supply system so im going to run twin bosch external pumps with 8mm bore feeds that go into a
small accumulator before the fuel rail
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
spiderman
|
| posted on 2/5/11 at 12:05 AM |
|
|
Another way of reducing turbo lag is to use nitros with a pressure sensor in the inlet manifold to cut it off once the psi is high enough to spool up
your turbo, I beleave some people have used an oil pressure switch to do this but have no experience of it myself, but may be an alternative to a
supercharger if space is tight and would probably cheaper to install.
Spider
|
|
|
froggy
|
| posted on 16/5/11 at 06:14 PM |
|
|
rear end fabrication done and painted
after being on stands for a few months it looks tiny back on its wheels
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
Minicooper
|
| posted on 16/5/11 at 06:29 PM |
|
|
Hello,
What diameter tube have you used for the main de dion axle?
Cheers
David
|
|
|
froggy
|
| posted on 16/5/11 at 07:00 PM |
|
|
i think its 3mm wall 1 3/4 od tube but its actually a piece of scaffold tube
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
big_wasa
|
| posted on 16/5/11 at 07:14 PM |
|
|
Awsome, My next project will be saab powered. 
|
|
|
Benonymous
|
| posted on 17/5/11 at 09:49 PM |
|
|
Nice to see the SAAB driveshafts are equal length That jackshaft setup looks very strong.
|
|
|
froggy
|
| posted on 21/5/11 at 03:21 PM |
|
|
at the risk of giving coyote boy an embolism heres what my saab 9000 road car running a variable vane vgt holset made on a hub dyno using 630cc
injectors this morning at mallory park and this is wheel horse power not crank so another 60hp would be a fair guess
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
froggy
|
| posted on 22/6/11 at 05:16 PM |
|
|
a few bits done
body chucked on for mocking up the rear frame to carry the body
coolant and chargecooler pipes running down the tunnel
now working on the dashboard which will have a car pc for easy mapping and constant live data from the ecu for loggging
[IMG]http://i144.photobucket.com/albums/r187/froggy_0[IMG]
|
|
|
big_wasa
|
| posted on 22/6/11 at 05:22 PM |
|
|
I am loving that engine
|
|
|
theconrodkid
|
| posted on 22/6/11 at 05:44 PM |
|
|
i have a spare coil pack (black) from my dearly departed blondie if anyone wants to purchase it from me
who cares who wins
pass the pork pies
|
|
|
coyoteboy
|
| posted on 22/6/11 at 10:28 PM |
|
|
quote:
at the risk of giving coyote boy an embolism heres what my saab 9000 road car running a variable vane vgt holset made on a hub dyno using 630cc
injectors this morning at mallory park and this is wheel horse power not crank so another 60hp would be a fair guess
Just don't see how you can get more power than it's theoretically possible to flow with those injectors at 100% DC unless the saab unit
manages to get BSFC values close to those of naturally aspirated engines. As it is, if you take a BSFC of 0.5 (never seen a turbo engine with that)
you still have to have the squirters at 100% to get 480hp from 630s at 43psi.
In my experience it's far more likely that the dyno is optimistic, but this engine is now on my list of possibilities.
|
|
|
Doug68
|
| posted on 23/6/11 at 03:12 AM |
|
|
Not commenting on the engine as I know diddly about what he's up to but at least the dyno run was on a Dynapack dyno rather than a stupid
Dynojet thing so at least the numbers have the potential to be realistic.
Doug. 1TG
Sports Car Builders WA
|
|
|
turboben
|
| posted on 23/6/11 at 07:37 AM |
|
|
When the engines in boost would the fuel pressure not go up?
|
|
|
coyoteboy
|
| posted on 23/6/11 at 07:41 AM |
|
|
Yes, but that's to compensate for the differential pressure change across the injectors (ie to maintain the ~43psi between rail and atmosphere,
and so the same flow characteristics), resulting in a net zero gain in pressure with respect to air (generally, you can buy FPRs that ramp up faster
but it's a poor mans solution and not normal in OEM engines).
[Edited on 23/6/11 by coyoteboy]
|
|
|
turboben
|
| posted on 23/6/11 at 07:52 AM |
|
|
Ah ha I hadn't thought of that. That was the only thing I could think of. Makes you wonder doesn't it...
|
|
|
coyoteboy
|
| posted on 23/6/11 at 08:26 AM |
|
|
certainly does, quite an interesting engine to say the least. 110kg dry, 500hp on standard internals, able to make monster power off fairly small
injectors (i.e. great fuel economy), makes you wonder why it's not a recognised race series engine.
[Edited on 23/6/11 by coyoteboy]
|
|
|
