MC tweaks

[Cody]

Well a cam is a no-go for right now, the reason I'm not making my header is funding. 

That K27/K26 I found though seems like it'l pacify me for now. Hot side is K26 #5, identical inlet and oulet as the stock K26. Cold side is K27, with about a 60mm inlet vs 48mm inlet on the stock K26. If I supply the part # and/or serial # off the front badge is there a site with compressor maps that anybody knows of? As far as fitment goes, some assembly required, but not too bad. Oil flanges (and ports) are larger so I have already made a set of flanges. I'll use AeroQuip AN fittings on the flanges and some SS braided hoses (tons of the stuff laying arround). Water lines are more of the same, bigger fittings and they are 90 degrees arround the side of the core. Both water fittings on the turbo will get 90 degree AN fittings, one side because of header/collector interferance, the other side to make frame rail clearance easier. I'm more used to oil cooled turbos from the Porsches so I'm not sure about the water lines. Does it matter which is inlet and which is oulet? As far !
as bolting it on, the only mod needed will be a smaller alternator belt as the cold housing will hit the alt as is. Other then that it should beeasy enough.

While I'm here, what ignition options are there? I'm great with a points based dizzy (our 914-6 race cars have 4 sets of points in 1 dizzy!), but no well versed on electric ignition. That makes me aprehensive, but a knock sensor would quell that aprehension, therefore it's a requirement. The current Mega*** ignitions aren't knock sensing. UltraMegaSquirt would do the trick nicely, but it's not out yet. How about an ignition only version of 034 Javad? What other options?

I think on the stock EM I'm going to try an old Formula Vee trick. An old FV class rule required use of the stock intake manifolds. The old trick was to take 2 sets, fill one with acid, and 45 seconds later fill the 2nd set with acid. When the acid had burned a hole in the first set you would dump out the 2nd set and end up with a nice ported manifold. I think that may help on the EM, but I'm only going to do a little bit so it doesn't warp _too_ easily. 

I think I'll "fix" the intercooler next in line, then header, then ignition. Actually scratch that, A/c comes first on that list, I'm sick of sweating in this black car. At least I don't need to worry about the heat until February when it gets cold, like the 60s, lol.

-Cody Forbes
Black Forest Racing
2x '86 5ktq
'87 5ktq EFI
'88 80 4cyl

---------- Original Message ----------------------------------
From: JShadzi at aol.com
Date: Thu, 4 Dec 2003 01:48:30 EST

>Cody, a bigger turbo is definitely a good start, as is a cam to get the 
>breathing up through the head.  Also, intercooling is critical, not sure what 
>you're running now, but if its the stock dual pass then there is a lot to be gained 
>there.  Ignition timing is very important once you start getting the boost up 
>as others have mentioned.  These are some simple things you could do w/o any 
>major fabrication, of course going with the Header is a big jump, the right 
>turbo in conjunction, and IME, once you want to get much past 350 crank the 
>ignition dist. has got to go.
>
>Javad
>
>In a message dated 12/2/2003 7:54:42 AM Pacific Standard Time, 
>Cody at mail.craincorporated.com writes:
>I have a few questions about simple tweaks for power on an MC engine in a '87 
>5ktq. I'm not quite satisfied with the power I have in the EFI car (I highly 
>doubt I EVER will be satisfied no matter how much it has), but I can't spend 
>the cash for the T3/T4 and header right now, so I'm wondering what more I can 
>do to get a bit more out of it with what I have. 
>
>First thought is I remember somebody mentioning porting the collector of the 
>stock header. Whats the full story there? As far as the rest of the exaust I'm 
>running no cat and I removed the rear muffler. 
>
>The biggest issue I see now with the stock turbo is that it just can't match 
>the flow I'm requesting from it. With the boost set at 2.4bar absolute I get 
>great mid range power, but after about 3000rpm the boost starts to drop until 
>arround 4500rpm it levels off at 2.0bar. I have heard of people porting thier 
>turbos, but my thoughts on that go with the compressor is supposed to have a 
>very specific clearance at the inlet and porting would mess with that. I fully 
>understand that my biggest restriction right now is the stock EM and turbo, but 
>like I said I can't afford to change them right now. I was thinking of 
>checking out the specs on 944 turbos, I have a bunch of them laying arround. I also 
>have a k26/k27 hybrid, but last time I tried to fit it I found that it hits 
>the alternator. Maybe I'll try that again with a smaller alt belt now that I 
>think of it.
>
>I plan on porting a head to put on it this week, and matching the intake 
>manifold to the ports, but I don't expect much from that. I think I havfe an 
>adjustable cam puley (it's for a 924, not sure if its the same, I'll look today) so 
>I may tweak the cam a touch. Are there any other tricks for these motors, or 
>any other suggestions?
>
>
>-Cody Forbes
>Black Forest Racing
>2x '86 5ktq
>'87 5ktq EFI
>'88 80 4cyl
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