Aarons Drag CQ: 3-29 anodized and welded stuff. AN lines

hypothetical · Post by **hypothetical** » Sat May 16, 2009 6:27 am

bradyzq wrote:BTW, is this done to keep exhaust pulses as separated as possible to help the turbo spool, or is it for some sort of scavenging dealio?

It follows the firing order, one pulse to the turbo right after the other back to front and back again. The pulses in theory never compete with each other therefore they loose very little velocity.

speeding-g60 · Post by **speeding-g60** » Sat May 16, 2009 6:55 am

hypothetical wrote:Aaron. You are crazy... Ha ha.

Looks like it is coming together in good order. Do you have pics of the bay before engine install, Id like to see the mount point and mounts if you can show me as well.

That is an 06A block right?

yep, 2.slow 06a block, AEG. and AEB head. mock-up

and Brady:

using a divided inlet turbo with this type of manifold generally is good for 3-500 rpm earlier spool, by keeping it more efficient. i put this up a couple pages back... but here it is again.

out on the Interwebz wrote:[/quote]A twin scroll turbine housing uses dual side by side passages into the housing. When coupled with a pulse converter manifold that separates exhaust pulses as many crank degrees in the firing order as possible, a twin scroll or divided housing works to reduce lag, decrease exhaust manifold backpressure on the top end, reduce the potential for reversion, and increase fuel economy. The twin scroll is based off the same reasoning a tri-Y header uses: keep spent exhaust gases out of an adjacent cylinder drawing in fresh air. At high rpm on a turbo car, exhaust backpressure is usually significantly higher than atmospheric pressure, and often higher than intake manifold pressure as well. A divider between each of the two volutes allows the cylinders to expel the exhaust gases without it interfering with the fresh air for combustion. Since there are two openings, each a smaller overall volume than a single scroll design, the exhaust velocity of each pulse can be maintained. This also spins the impeller more easily because lag is a function of the scroll area. A single turbine housing opening isn't as efficient since cylinders on the exhaust stroke of the 4 stroke cycle contaminate the cylinders that are on overlap with exhaust gas. A conventional turbine housing is not as effective in using exhaust pulse energy to help spin the turbine up to speed as it does not exploit the energy contained in the pulses as well.[/quote]

fasterthenrs2 · Post by **fasterthenrs2** » Sat May 16, 2009 10:15 am

Damn that thing is light, you made me to go to town dump this morning, with me in it 3208lbs

speeding-g60 · Post by **speeding-g60** » Sat May 16, 2009 12:12 pm

its a nice view, i wonder what the combined power output will be

and man, the front shot just looks mean as hell....

and some line work accomplished. also, cut up the turbo compressor housing a bit, fitting for the boost pipe. yes, pipe not piping. one single pipe for the AWIC.

hypothetical · Post by **hypothetical** » Sat May 16, 2009 12:29 pm

What thickness of aluminum did you use for the plenum Aaron?

speeding-g60 · Post by **speeding-g60** » Sat May 16, 2009 12:39 pm

3/16" for custom goods. cell, catch can, intake. its heavy duty. and at this point, i am not sweating that it is thick, its burly and will withstand all it has to i think.

and i like your sig, Andy. is that for me? :-D (J/K) i am glad you did make that, too, BTW....

and Liberty is a no-go. $2500 for modifying two sets of gears. F-that. if i continue the FWD, SQS all the way at that cost.

and those two cars, they look good together....

hypothetical · Post by **hypothetical** » Sat May 16, 2009 12:48 pm

3/16" if thick but what the heck, strong to.

They do look good together. My buddy is on his last leg with his Audi 90Q20v. I told him I would try and find him a replacement so we'll see. My B-day is next month, what better than ANOTHER project, lol.

FWD is fun but i really like the idea of my FWD time in a Daily Driver.

nismo · Post by **nismo** » Sat May 16, 2009 3:55 pm

speeding-g60 wrote:

I was wondering how tall a catch can had to be to work properly, this pretty much sums it up. That's exciting to me! I wondered about doing something like that for a V8tt setup.

Eric

Wizard-of-OD · Post by **Wizard-of-OD** » Sun May 17, 2009 5:17 pm

Updates!

speeding-g60 · Post by **speeding-g60** » Mon May 18, 2009 11:00 am

E85 has been decided. working on fitting the IC pipe. cut off the flange of the turbo compressor, and gave it a little change of direction. now to have it welded back up

still waiting on tons of stuff. but i have stuff to do, so i am not sweatin anything today.

debating on swapping the trans on the rabbit, cuz i can. gotta big day coming up, and want no misfortune.

he got some more paint, and it does not match (imagine that LOL) perfectly. i actually like the new shade i lil better. it has more red/blue in it and looks less brown/muddy/rusty, if i am explaining it at all close to how i see it. and while the bumpers and fenders are the old color, and the doors are the new color, its not a huge deal. we plan to skim it once over for the final coat anyhow. it will all come together like butt-cheeks.

zerb · Post by **zerb** » Mon May 18, 2009 11:28 am

im stoked on the e85 decision.

and also the fact that i get your id1000cc's

vagrant_mugen · Post by **vagrant_mugen** » Mon May 18, 2009 8:41 pm

im registering the B2qt 2maro....

now youve got me super curious and wanting to swing thru the scrap yard and hop on the scale real quick. im hoping around 2400lbs with my car gutted like it is.

i only wish i had scraped the whole bottoms undercoating off to rid 20-30 more pounds. and i also need to get some spare doors to hack up and gut-out, with some nice cargo-net front "windows" and lexan rears to trying get down as light as i possibly can.... i could get into a fibre-glass SQ hood, but thats prolly gonna get pricey. i dont even want to cage the car for fear of adding back the weight i just took off.

im hoping i wont need to upgrade my tranny/driveshafts if i can keep the weight down enuf.......

speeding-g60 · Post by **speeding-g60** » Mon May 18, 2009 8:49 pm

rears on my car weigh 6 pounds each, if that. not enough gain to justify the amount of work. now, if i were trying to meet weight restrictions in a class that allowed lexan, and i still had glass and only a few pounds to go, i may think about it.

hell, at this point i am not even taking out the hatch glass now. Lexan windshield only as it was broken when i got it.

scrap yard, truck scale... the truck scale i stopped at is good to 20 pounds...

vagrant_mugen · Post by **vagrant_mugen** » Tue May 19, 2009 9:17 am

you have fixed rear windows tho, mine are crank rears, and electric fronts.

i mostly want a set of front doors to gut the window motors and collision braces that are in there, and have no front windows or some lexan if i need wind resistance, just so i could run some nice sheet-aluminum door panels and have a 10lb door to throw on inplace of a 40 or 50lb stocker..... or just even out some of the added weight of the cage i guess

PTown Love · Post by **PTown Love** » Tue May 19, 2009 11:29 am

Just read the thread last night, Aaron. Very nice!

Has anyone suggested Wiggins Clamps yet? They are spendy, but very nice.

turboskipper · Post by **turboskipper** » Tue May 19, 2009 11:39 am

PTown Love wrote:[/quote]Has anyone suggested Wiggins Clamps yet? They are spendy, but very nice.[/quote]

I used them on this project. With the space constrains they were quite necessary.

http://www.motorgeek.com/phpBB2/viewtop ... hlight=993

loxxrider · Post by **loxxrider** » Tue May 19, 2009 12:54 pm

My friend just got rid of his Wiggins for Hargett clamps. He claims they are better. Just wanted to add that if you all were interested.

They are SUPER easy to connect and disconnect. It just takes two fingers.

Post by **Marc** » Tue May 19, 2009 1:34 pm

OH HELL YEAH. how in the world did I not hear about these. Where's my wallet?

audifreakjim · Post by **audifreakjim** » Tue May 19, 2009 1:42 pm

Hmm, Burns has them and they are right up the street from me!
http://www.burnsstainless.com/Hardware/ ... rgett.html ... rgett.html

GURUMAN · Post by **GURUMAN** » Tue May 19, 2009 4:27 pm

Hey Aron, are you gonna pull from this huge catch can ?

with this:

or even more agressive:

speeding-g60 · Post by **speeding-g60** » Tue May 19, 2009 4:31 pm

neither... it vents plenty on its own. the rabbit only has 1 x 12AN on it and it vents lots of air.... i dont think it needs to be pumped out... we will see in a couple months when its running

hows yours coming along?

loxxrider · Post by **loxxrider** » Tue May 19, 2009 4:34 pm

My buddy with the S372 is also just venting his catch can setup

terrible pic, but you get the idea

GURUMAN · Post by **GURUMAN** » Tue May 19, 2009 4:38 pm

Does he get the oil; smell in the driver seat whe it's WOT ?

GURUMAN · Post by **GURUMAN** » Tue May 19, 2009 4:41 pm

I have 3 -12AN exits on my v6 ( 2 valve covers an 1 crankcase)

I would love a copy of this catch can...

loxxrider · Post by **loxxrider** » Tue May 19, 2009 4:51 pm

GURUMAN wrote:Does he get the oil; smell in the driver seat whe it's WOT ?

Its a pure race car, so thats not really a consideration. I'm sure he does though as I get it when my catch can is just vented.