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#1
06-30-2004, 08:52 AM
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last attempt...
so trying to keep a turbo car in a race series is harder than it first seemed.....especially when your turbo does not want to stay sealed to your manifold....yes i have had the surfaces machined flat..several times....yes i have gone to huge stainless hardware to hold it together...yes i have even welded the hardware so that it cannot back out...to no avail.....
so this is my last attempt before i weld the friggen turbo to the manifold.....(not kidding) we machined a small lip and attached it to the turbo then ported the divided tang lower..we are hoping that this lip will work like a firewall to the gasket area taking most of the brunt of heat and pressure....see pics.... comments? also new picture of the now modified turbo manifold with new 2 inch dia collector dump tube for the new 45mm wastegate i have to install.... the tial 35mm could not control the boost anymore and was bleeding off the exhaust at a bad spot and angle.... comments... here are the pics..    adam
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Former CCC member, and shit disturber winner of a bunch of different classes over many years breaker of parts, burner of engines CREATOR OF "ULTIMATE DOOM 570SX" www.turbo240sx.ca 
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#2
06-30-2004, 09:35 AM
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Is that teflon tape on the fittings? Won't that disintigrate in a matter of seconds as soon as the heat builds up?
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Arek Wojciechowski 8legs Racing, CCTCC #10 www.8legsRacing.com http://www.macrocosm.on.ca/images/m3_sig.jpg
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#3
06-30-2004, 09:50 AM
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Nice work Adam. Does attaching the lip mean that the inside diameter of turbo outlet is now smaller? If so what will the effect be?
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CarGuy '12 BMW 128i - street car '91 Honda CRX Si - track car OTA Instructor  Racing is life. Anything before or after is just waiting. - Steve McQueen
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#4
06-30-2004, 10:15 AM
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the teflon tape is on the coolent fittings on the center section of the turbo...it is cool there (relitively cool
 )this turbo is both oil and water cooled....hence the teflon tape on those brass fittings... the small decrease in flange opening will have little effect if any....the turbine on this turbo is massive .84ar...it flows very well....
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Former CCC member, and shit disturber winner of a bunch of different classes over many years breaker of parts, burner of engines CREATOR OF "ULTIMATE DOOM 570SX" www.turbo240sx.ca
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#6
07-20-2004, 09:05 PM
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yep.....
tried them all........ my new firewall gasket lasted a whole 12laps at dunnville.... so the turbo is gonna be welded on next week to the manifold.....problem solved...
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Former CCC member, and shit disturber winner of a bunch of different classes over many years breaker of parts, burner of engines CREATOR OF "ULTIMATE DOOM 570SX" www.turbo240sx.ca
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#7
07-20-2004, 11:41 PM
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Adam I don't run any gasket between my manifold and turbo if I do it just burns out and then I have the same problem as you I do have to keep making sure my hardware stays tight I can usually run a couple of weekend before things start to come apart
I know the Grand National guys dont run a gasket either some time they might use a little bit of High Temp Sicilcon but nothing else . If you can't get it to seal I may know someone who can help Good Luck Steve
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86 GLHS #315 05 SRT4 S3 #166 Sponcered by Fast Trac /ftrac.org
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#8
07-21-2004, 12:01 AM
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Quote:
Try contacting Pettit Racing, Racing Beat or Mazdatrix for tips. All of those guys have likely run turbo rotaries in competition and would have encountered, and come up with some nifty ways to deal with the problem. I know Pettit were running a Gen 3 RX-7 Turbo even recently. All I can suggest--with no way at all of validating its performance--is to use a soft metal in a manner similar to a crush washer, and machine the manifold and turbo faces in a tongue-in-groove manner. (That's my brain storming suggestion.  )
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Even Senna confessed he occasionally went too far, as was the case in qualifying for the 1988 Monaco Grand Prix, where he became a passenger on a surreal ride into the unknown. Already on pole, he went faster and faster and was eventually over two seconds quicker than Prost in an identical McLaren. "Suddenly, it frightened me," Ayrton said, "because I realised I was well beyond my conscious understanding. I drove back slowly to the pits and did not go out anymore that day."
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#9
07-21-2004, 02:04 PM
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Quote:
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Even Senna confessed he occasionally went too far, as was the case in qualifying for the 1988 Monaco Grand Prix, where he became a passenger on a surreal ride into the unknown. Already on pole, he went faster and faster and was eventually over two seconds quicker than Prost in an identical McLaren. "Suddenly, it frightened me," Ayrton said, "because I realised I was well beyond my conscious understanding. I drove back slowly to the pits and did not go out anymore that day."
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#11
07-21-2004, 05:39 PM
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Yes, but imagine how much R&D money went into finalizing that design. Without knowing the properties of the exact alloys used in each piece, and the temperature profiles during operation, and the detailed geometry of each, and therefore having sufficient information to perform a stress analysis, the experiment proposed here seems very risky to the pocket book.
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Even Senna confessed he occasionally went too far, as was the case in qualifying for the 1988 Monaco Grand Prix, where he became a passenger on a surreal ride into the unknown. Already on pole, he went faster and faster and was eventually over two seconds quicker than Prost in an identical McLaren. "Suddenly, it frightened me," Ayrton said, "because I realised I was well beyond my conscious understanding. I drove back slowly to the pits and did not go out anymore that day."
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#12
07-21-2004, 07:06 PM
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I think it will take something a lot more risky than a lightenening of the wallet to keep Adam from spending on his Corvette killing turbo...
__________________
CarGuy '12 BMW 128i - street car '91 Honda CRX Si - track car OTA Instructor Racing is life. Anything before or after is just waiting. - Steve McQueen
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#13
07-22-2004, 12:59 AM
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The only thing that keeps Adam on his whole Turbo mis-adventure is sheer stuborness ... or something else
I suspect that if welding does not work for him ... he will finaly give up and just swap in a V8 and be done with it Moose
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Be prepared to be Moosified
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#14
07-24-2004, 05:20 PM
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nope i think welding is the way to go....cause if i have to pull that turbo manifold out of the car(approx 6hrs work) once more...i am gonna take 5 gallons of race gas and light the car up....
so to both save the car and my sanity...next week i am going to weld the two together...and when the time comes for another turbo rebuild....i will worry about it then...
__________________
Former CCC member, and shit disturber winner of a bunch of different classes over many years breaker of parts, burner of engines CREATOR OF "ULTIMATE DOOM 570SX" www.turbo240sx.ca
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#15
07-26-2004, 12:02 AM
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Adam, do some research about welding cast steel. I believe you'll need to stick weld it and with a special material, so the mig is a no no. Cooling process in sand? I would be concerned about burning or deforming something inside of the turbo.
 Ask Darren D.........he is a pro welder after all and a helpfull HADA member. Just get some information first!!!!
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