Turbo 914 Pictures

Evill Ed · Post by **Evill Ed** » Fri Dec 07, 2001 5:41 am

<BLOCKQUOTE>quote:<HR>Originally posted by Kevin J Hale:
Hey Ed,

How much time do you have on the setup...running/driving. Alot of miles? Have you dyno'd it yet? <HR></BLOCKQUOTE>

I have been running this et up for almost 2 years. There are approx. 4k mile on it. Most of that is from the track, 14-psi and 6200 rpm for long periods of time. I tore down the top and a few weeks ago. The piston tops and heads are spotless. No eveidence of detonation or stress. No leaks at the cylinder / head junction either. No signs of blow by past the top ring. So far so good. I am also using a nice alcohol / water injection unit for intercooling and enrichment. Runs cool and keeps the chambers clean of carbon.

Ed

status50 · Post by **status50** » Wed Jun 26, 2002 5:14 pm

ED,

I'm currently doing R&D for a 74,914 1.8L FI.

DO you have any pictures of the exhaust piping and cross over tube?What kind of pipe did you use and about what were the costs?Any suggestions you could give me?I'm looking at both FI and blow thru set ups.

Thanks,
Beau

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Wed Jun 26, 2002 8:19 pm

A big factor that has made this possible for ed was that he has a 1.7, the best sealing cylinders and heads were 90mm......good choice.

The engine combo I'm designing for CIS-Turbo combines added stroke with 90mm cylinders, especially for this reason...I hope to have the design work done in a few months and have the first prototype on the dyno in early winter.

Ed, thats a real clean job, I'm mucho impressed, want a job??

------------------
Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com

Evill Ed · Post by **Evill Ed** » Thu Jun 27, 2002 5:54 am

<BLOCKQUOTE>quote:<HR>Originally posted by status50:
ED,

I'm currently doing R&D for a 74,914 1.8L FI.

DO you have any pictures of the exhaust piping and cross over tube?What kind of pipe did you use and about what were the costs?Any suggestions you could give me?I'm looking at both FI and blow thru set ups.

Thanks,
Beau<HR></BLOCKQUOTE>

I'll have to look for a pic of the exhaust. Basically, it is SS heat exchangers to a Bursch 4 into 1 header. From there I mad a 1 3/4 in feed pipe up to the turbo in the engine compartment. The plumbing is long, however, boost builds quickly and hard from 2800 rpm up. This set up works well for me. Eventually I will build a short tube header for the turbo.

Ed

Evill Ed · Post by **Evill Ed** » Thu Jun 27, 2002 6:06 am

<BLOCKQUOTE>quote:<HR>Originally posted by MASSIVE TYPE IV:
A big factor that has made this possible for ed was that he has a 1.7, the best sealing cylinders and heads were 90mm......good choice.

The engine combo I'm designing for CIS-Turbo combines added stroke with 90mm cylinders, especially for this reason...I hope to have the design work done in a few months and have the first prototype on the dyno in early winter.

Ed, thats a real clean job, I'm mucho impressed, want a job??

<HR></BLOCKQUOTE>

Yes, I liked the 1.7L for 2 reasons, 1st was the thicker head and cylinders for good sealing. The heads had no evidence of leaking. 2nd was the short stroke would spool up really quick with the turbo. I think a 1.8L would be a good turbo design.

Thanks for the compliments Jake, I have alot of admiration and respect for the work you have done and continue to do, so your compliments on my work mean alot. ;^)

I currently am running a 2.0L engine with my CIS turbo package. So far so good. The 2.0L has good low end grunt off boost, which is nice for the street. The power is good on this engine, pulls like a freight train from 3000-5000 rpms. Sounds wicked too.

I think that a Raby 2270 or bigger engine kit is in my future for the 914. I think a strong N/A engine may be a better choice for my 914 as it begins to do alot more track duty.

We'll be talking eventually about that Jake.

Regards,
Ed

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Thu Jun 27, 2002 6:54 am

Ed, sounds good to me......My Turbo combo is gonna be a 2017 (78 x 90.5mm) using 1.7, and TI parts, with really nice heads...

If you wantthat 2270 just give me a yell, hard to beat at the track!

Brett Anderson · Post by **Brett Anderson** » Thu Jun 27, 2002 7:40 am

Alcohol/Water injection?

This cools the charge using the Latent Heat of Evaporation, but how does it work?

You probably have a tank (how big), pump, valve, control switch, injector...?

Where do you spray it?
How much do you spray?
When do you spray it?
How long does a tank last?
How much does it cost (alcohol)?
How is it better than an intercooler?
Inquiring minds want to know

Thanks for spreading the knowledge

Evill Ed · Post by **Evill Ed** » Thu Jun 27, 2002 8:02 am

<BLOCKQUOTE>quote:<HR>Originally posted by Brett Anderson:
Alcohol/Water injection?

This cools the charge using the Latent Heat of Evaporation, but how does it work?

You probably have a tank (how big), pump, valve, control switch, injector...?

Where do you spray it?
How much do you spray?
When do you spray it?
How long does a tank last?
How much does it cost (alcohol)?
How is it better than an intercooler?
Inquiring minds want to know

Thanks for spreading the knowledge<HR></BLOCKQUOTE>

It works really well on my 914.

I have a 2 1/2 gallon tank for the water/alcohol mixture. I mix 70% water to 30% denatured alcohol. Cost is about $3.00 per gallon.

I inject it just before the throttle body.

I run a 5 gal. per hour nozzle

The system turns on at 5-psi and injects the mixture continously from 5-psi up.

The tank lasts forever on the street. At the track, depending on the track size and number of straights, I use between 1 to 2 gallons in a 20 minute session.

An air to air intercooler would not see enough air flow in the engine compartment to be effective in the 914. The heated air in the engine compartment would keep the intercooler hot and any heat from the intercooler would just heat the air going into the cooling fan. The water injection will typically cool the intake charge 50f within 1 second of the system being activated, hard to beat.

Another benefit is that the mixture slows the burn rate of the fuel, acting like a higher octane, which prevents detonation or allows a few more psi to be run. It also steam cleans the engines internals, the piston tops and valve remain very clean and carbon free.

Ed

Ghost Rider · Post by **Ghost Rider** » Fri Jun 28, 2002 10:48 am

ABSOLUTELY EXQUISITE!!!

that is a damn fine looking engine
*drool*

I have looked at the possiblities of a turbo or supercharger on a 1.7 or 2.0 for my 914... but so few people ever try and even fewer succeed... it's very encouraging to see someone pull it off so well! great job ED!!!

shawn · Post by **shawn** » Sun Jun 30, 2002 1:42 am

ed,
you say that a 1.8 would be a good set up for turbo.what do you think would be the best size p/c for the best seal?

shawn · Post by **shawn** » Sun Jun 30, 2002 1:44 am

ed,
what kind of times are you running in the 1/4 mile and what size crank and p/c are you running with your 1.7
shawn

Joe Zglinicki · Post by **Joe Zglinicki** » Tue Jul 09, 2002 3:52 pm

Hey Ed!

You said: I think a strong N/A engine may be a better choice for my 914 as it begins to do alot more track duty.

Please fill me in on why you wouldn't use something like your turbo'd engine for the track. Why N/A?

Thanks!
Joe

HotRod · Post by **HotRod** » Wed Jul 10, 2002 6:22 am

That thig looks cool as shi...

Just outta curiosity, how do you cool the charge air? Is there some sort of intercooler that I missed? What kind of cyl head temps or EGTs? Any problems with heat? Which turbocharger did you use, K26?

Evill Ed · Post by **Evill Ed** » Wed Jul 10, 2002 11:41 pm

Shawn - I have no idea what my 1/4 mile times are, never checked it, but it is A LOT lower than a stock 914, LOL. On the 1.7l I ran the stock 66mm crank and 90mm p&c's.

Joe - The turbo is fast on the track. The new engine is 2.0L, it has decent low end grunt and pulls like a freight train from 3000 rpm up.

On the track, I think a bigger N/A 4, that makes good power from low to high rpm, would pull better out of turns and accelerate a bit quicker, no lag. A strong N/A engine is alot of fun. I have been in some 2.4 and 2.7L type 4's that fly and run to 7500 rpm.

Don't get me wrong, I really like my set up, it runs smooth and strong all the time. It also performs well at the track. I meant that if the car was built more for track duty, a big N/A engine would be my personal choice. It would be easier to work on due to less plumbing and hardware. I like the high revs and wicked sounds they make also, that's why it would be my choice.

Hot Rod- Thanks. I use a water /alcohol injection set up for intercooling. I just added an air to air intercooler this weekend as well. Head temps run at 300 to 350f, oil temps run 180-200f. No idea on EGT. So far no heat related problems. I am running a K26 from a 944 Porsche.

Ed

HotRod · Post by **HotRod** » Thu Jul 11, 2002 4:31 am

Let me know if you ever bring it down to Summit Point, I'd love to see it run.