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IMACHU2 wrote:A little Eaton S/C from a Thunder Bird Super Coupe or a Grand Prix GTP on a Kustom intake would be kool. If only I had a milling Machine!
IMACHU2 wrote:Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;
Who needs a milling machine?IMACHU2 wrote:A little Eaton S/C from a Thunder Bird Super Coupe or a Grand Prix GTP on a Kustom intake would be kool. If only I had a milling Machine!
HEHE!fowljesse wrote:IMACHU2 wrote:Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;
I don't know if they make carbs small enough.
Maybe dual quad 750cfm double pumpers?
Did the Math see below \/IMACHU2 wrote:HEHE!fowljesse wrote:IMACHU2 wrote:Or a classic Weiand, (no mega squirt required) just a big old Holley Carb stickin' through the hood!
http://www.holley.com/data/products/pic ... 0928-1.jpg" onclick="window.open(this.href);return false;
I don't know if they make carbs small enough.
Maybe dual quad 750cfm double pumpers?
http://www.4secondsflat.com/Carb_CFM_Calculator.html" onclick="window.open(this.href);return false;
BDS Blower Quote:
The size of carb(s) or CFM required for a given application can be calculated by the following formula A: {(CID x RPM) ÷ 3456} x {Boost ÷ 14.7) + 1} = CFM required. The amount of CFM required will determine carburetor size and quantity. If you try to use a carb with less CFM than required, performance and economy may be greatly reduced. Bigger is not always better when selecting carbs that are 30% over what is required, you may encounter problems in fuel distribution.
1.8L (110 C.I.D)
110 C.I.D x 7000RPM ÷ 3456 = 222.80
x Boost (5PSI) ÷ 14.7 +1 = 1.34
222.80 x 1.34 = 298 CFM
(300 CFM is a common 2BBl carb Size $20 adapter to Weind blower).
2.5L (153 C.I.D) ÷ 3456 = 309.90
x Boost (5PSI) ÷ 14.7 + 1 = 1.34
309.90 x 1.34 = 415.26
(You can get a 390 CFM Holley 4 barrel which will bolt directly to a Weind blower)
Old School Weiand Roots type blower on a MX-3 or MX-6 engine??
Myth: Plausible!!
it would be good to get a few design parts all i need to do is throw it into a cad program and cut it out. Having driven a S/C and a GTP, not sure a little light car with that much low-end thrust would be too usefull, would do a really nice smoke show though! I like the remote Turbo idea better since the available underhood real estate is at a real premium.Yes and no. You do have it right, you don't want to make traction and wheelspin an issue. However, when it comes to turbo's, to get high-power, you do have to start lowering the compression, and also turbo cams and such start to affect the N/A power of the motor. Mind you, with an S/C, you don't have to worry about the cam issue (you can however get S/C grinds for cams). With a turbo, it would be good to get and design a turbo system to help compensate for that lack of N/A power. I'm sure you've heard the term dyno-queen. Usually cars where they're setup to make huge power, and solely rely on the turbo for that power, and it's such a large turbo, and low end just sucks.onlytrueromeo wrote:Our cars don't need low end grunt (like stated above) we need more on the top end. Being FWD means we can't launch like AWD for RWD can...so more low end = more spinning tires. If we tune to get power AFTER we've started moving already, then we will be more successful. K series have a short stroke and are not meant for low rpms as much as they are designed for midrange to higher rpms.
I agree, turbos are more useful for a ZE Mx3, or if a charger can be mated for minimal cost, it should only be specced to give power on the mid-top end. If I can peel out easily enough with a N/A ZE, why would I want to make that become a problem?
