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Thread: The Wasp

  1. #41
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    great built ! keep it up !

  2. #42
    Member JCD's Avatar
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    Quote Originally Posted by bakke View Post
    Never noticed this topic, but it's really a stunning work !
    Where from Belgium are you ?
    Langdorp
    Waarschijnlijk ben ik woensdag in Zolder
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  3. #43
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    Quote Originally Posted by Arnie View Post
    Ok, so then I'll have someone to compete with
    It'll be fun to find out which way works best
    Any updat on this mate?


    Done the alternator job lately:




    Now the real work starts
    Last edited by JCD; 27-11-2011 at 12:45.
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  4. #44
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    Time for some update.

    I got myself this nice little Lysholm LYS1200 toy



    We made the connecting parts from aluminium.

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  5. #45
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    I mounted all this stuff in the free space under the inlet plenum.

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  6. #46
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    Stock CA18DET AC pulley gave me something like 0.7bar. My modified pulley was way to large for this charger that has a displacement of 1.2L/rev as compared to the Eaton M45 that has only 0.75L/rev.
    For the time being I am using a CA16 pulley which is slightly larger than the stock one and it gives me 0.85bar.
    Picture of this pulley (on the donor engine)


    Big advantage is that it has 6-ribs where the stock AC belt has only 4.
    Not yet the 1bar that I was aiming for but I'll stick to that for a while since there are a couple of other issues to address first.

    With the CA16 pulley I have no place for a PAS belt. I did a couple of test drives without PAS and I'm not saying that this is not feasible but I found steering with PAS is not only more comfortable but also more precise.
    Thanks to my friend Rainer I got the idea of an electric PAS pump as well as the pump itself.
    These were the major sources of info:
    http://honda-tech.com/showthread.php?t=2528249
    http://k20a.org/forum/showthread.php?t=58599
    It's not yet operational but this is more or less how it will look

    Details about hydraulic adapters and electronics for VSS signal will follow soon.
    It is foreseen to have a Mocal oilcooler in this circuit. I'm glad to get rid of the anoying stock S13 cooler loop.

    You might have noticed the oil filter sitting fairly high and all is crammed together next to the plenum.
    I realised that this position was not a good idea and I will move it down to somewhere next to a chassis beam.

    First I did some tests with the throttle in the stock position. Throttle response felt just like with the Eaton charger, mainly influenced by the bypass valve operation.
    Bypassing the Lysholm which is a charger with internal compression is ofcourse not the way to go because the recycled air is pulsating and these pulses find their way out through the airfilter. Pretty noisy I must say :-)

    After moving the throttle body the whole charger, IC and connecting ducts are under plenum vacuum. That's why I ditched the Volvo item which is not designed for this operating condition and I had myself a full welded item made. Cowling and air ducting still has to be done.


    In principle the bypass valve is no longer needed but I prefer to keep it there for testing purposes.
    I can not say too much about throttle response because I have not been measuring but what I can tell is that it feels much more natural than when the bypass valve was playing a role. I dare to say that it matches very closely the feeling of a naturally aspirated engine, even much better than the Mercedes-Eaton combo where the bypass valve is ECU driven together with Electronic Throttle Control.
    S13 "Evil Edition"

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  7. #47
    Member JCD's Avatar
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    After a very long time being on hold I could finally pick up this project again.

    In 2011 I moved away the oil filter from the engine crankcase to clear some space for the charger.
    It was placed up next to the inner sill where it was easily accessible.
    Finally I found it was somewhat in the way there so now I moved it to the chassis rail under the engine.
    I'm using a Purflux LS582 oilfilter that nicely fits the Mocal oil cooler take-off plate and has 0.5l more content than the stock one.

    P9140067c.jpg

    P9140071c.jpg

    I have no idea if it would fit in the original position because it's been ages since I've seen a stock S13 )
    S13 "Evil Edition"

    Link to my supercharger project

    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
    -Paul Godley 2ZE

  8. #48
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    Since a while I suspected a difference between the measured boost and the calculated boost.
    After some testing I thought this could only be caused by the charger flanges being restrictive.
    Inlet and outlet flanges are basically just 20mm thick blocks with a 60mm hole in it.
    There is a tapered part along this 20mm thickness but this is rather shallow.
    Funnel shaped parts have been built and installed now but they did not cause the boost to increase.
    That makes it clear that I will then need to go look somewhere else for the cause of my lower-than-expected boost.
    There is one big gain though.
    Temperature after the charger outlet flange dropped 40°C compared to the previous flange.
    Obviously I have removed a restriction that caused the air to heat up by friction.
    Breathing can only be better after this.

    Inlet:

    IMG_1784a.jpg

    P9210081a.jpg

    Outlet:

    IMG_1785a.jpg

    P9210079a.jpg
    S13 "Evil Edition"

    Link to my supercharger project

    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  9. #49
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    Inevitably these new parts are more bulky and this caused the inlet side part to interfere with the starter motor solenoid.
    The starter motor has been rotated about 45 degree to overcome this.
    For a short while I considered an axial starter motor. Two companies in the UK can build these.
    After seeing the price I quickly reverted to the artisanal processes of milling and welding

    1a.jpg

    2a.jpg

    3a.jpg

    4a.jpg
    S13 "Evil Edition"

    Link to my supercharger project

    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  10. #50
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    Previous tests revealed an important peak in the charge air temperature at gearchange.
    Commercial supercharger kits with the throttle upstream of the charger still have a bypass valve as well.
    They claim this improves mileage.
    I don't care about mileage but I'm convinced it will also avoid or at least reduce this temperature peak so I decided to plumb in one anyway.
    The Mercedes one (in fact it's a Bosch item) that I have been using with the Eaton charger was quite bulky and it requires an electronic driver so I decided not to use it any more.
    Also I believe "classic" vacuum operated bypass valves can react faster.
    I will not hesitate to measure this
    The butterfly-style recirculation valve used on the supercharged Cooper S (p/n 11 61 7 568 423) has a diameter of 36mm.
    It's a Dellorto item BTW :spaghetti:
    The rear of the inlet plenum seemed the most convenient and less invasive place to mount it.
    There it can easily be reached and removed or replaced.
    Not expensive (97€) and it seem to do the job very well.
    The temperature peak observed earlier completely disappeared and throttle response is smooth and without jerks, just like a NA engine.

    IMG_1732a.jpg

    P8180001a.jpg

    PA090006a.jpg

    The only restriction I can see which is left now is the stock throttle body.
    It is not placed at the plenum inlet but at the charger inlet.
    All pressure drop at the charger inlet will show up "amplified" at the outlet.
    So the next step will be to replace my 54mm throttle body with a 70mm one.

    Good work takes time
    Last edited by JCD; 20-10-2013 at 18:02. Reason: Microsoft is selling us sh*t since 38 years.
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  11. #51
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    Wow awesome setup dude

  12. #52
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    I installed one of these 70mm shiny ebay "universal throttle bodies".
    Compared to the stock item it is very bulky and it was dropped-in somewhat temporarily so I won't post a picture of it right now.
    Anyway it resulted in a boost increase of about 75mbar which is not bad but not overwhelming neither.
    I did not yet made up my mind but given the limited gain I might as well try to catch a 60mm Nissan TB and use that eventually.

    This last test run was done on a RR because the road surface here is constantly wet these days.
    That made two birds with one stone, a power and torque graph and a Nistune log that shows all ECU parameters (and boost and EGT, via the LM-1 aux input).
    Conclusion: it's too rich (11) over the whole range and especially above 6000rpm (<10).
    According to the RR operator this explains the rippled shape of the graph over 6000rpm.
    Overall I'm not dissatisfied with the result of the RR.
    The torque curve is looking very good compared to most turbo engines (200Nm @1900rpm)
    Running too rich means that there is room for improvement

    I accepted that boost is what it is, which in this case means not accurately computable.
    If I want more -and I do- I will have to modify pulleys. I will

    Also there are plans for relocating the airfilter because it's still on the left side of the car while the actual inlet is on the right side.
    Currently I have some 60cm of grey PVC roof drain tube and matching elbow connecting MAF to the TB. This is neither aesthetic nor promotional for airflow.
    There is enough free space right of my IC to place the air inlet scoop there. Ram air will go straight into the airfilter box. I'll have to make sure rain, leaves, and road debris like Honda pistons can't find their way in.
    The exhaust is due for a review as well. I'm still using the stock turbo header. If port and stud pattern is equal to the atmospheric CA engines I might be able to find a 4-in-1 header otherwise it will be a one-off job.
    Only when all this is done I will consider a serious mapping job.

    20131129074054141_0001a.jpg
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  13. #53
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    It was not possible to find a 4-in-1 header that fits the CA18 with left hand drive.
    All JDM stuff will fit RHD but no guarantee for LHD.
    I didn't want to pay for shipment and import duty and get stuff that needs grinding and welding
    And so the 4-in-1 header was custom made from 304 stainless steel and connected to the existing Mongoose exhaust.
    I will make some heat shielding to protect the PAS hoses soon.
    PM me if you want the CAD drawing of the flange to the cylinder head.

    After some "throttle body shopping" I made my definitive choice.
    It's a 64mm TB that I bought on ebay and has the brand CNR Racing.
    I could not trace this back but I don't really care, it looks brand new and it is of "Japanese quality", not "Chinese quality" if you know what I mean
    There is a small inconvenience and that is that the TPS sensor is of the potentiometer type only, it has not the idle switch as needed for our ECU.
    It is possible to make an adapter for the stock TPS sensor assembly to fit this TB but I did prefer to solve this with an electronic workaround.
    More about this when the TB will be fitted and operational.

    Meanwhile, here are the pornographic pictures of the welding art

    P1020002.jpgP1020004.jpgP1020007.jpgP1020009.jpgP1020012.jpg
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  14. #54
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    The throttle body is doing fine as well as the idle switch workaround.
    I moved the air filter from the left to right side of the engine bay.
    It's placed now where the battery used to be.
    Some plastic tubes still needs to be painted but that's only cosmetics

    P5110036a.jpg

    P5110037a.jpg

    The inlet bellmouth

    P5110039a.jpg

    Inside the air filter box

    P5110041a.jpg

    The 64mm charger pulley was replaced by a 60mm one.
    This has increased boost to 1.1bar.

    After a nice test drive I could see that EGT was lower than before.
    I changed different things at the same time but I think the drop in EGT is caused by the 4-2-1 exhaust header being less restrictive than the stock cast exhaust manifold.

    It was still running very rich above 5800rpm.
    All the rest seemed OK in the Nistune log so I found it was time for a decent fine-tuning of the maps.

    So I went for a mapping session to a company in the Netherlands that is using a DynoDynamics dyno.
    I have chosen this company because I believe that especially for mapping retarder-based dynos are better than inertia dynos.
    I'm quite convinced that the man did a good tuning.
    The engine feels smoother at low revs and more powerful at WOT.
    As a result I was offered to take a picture of the graphs on the screen.
    I would have expected a more technical outcome (jpg, pdf or csv).
    But that is not my main concern.

    The fact is that the torque and power graphs cross around 5900rpm (torque in Nm and power in hp).
    He tried to explain me something about the difference between engine torque and flywheel torque but I couldn’t understand... For me they are the same.

    Within the process of calculating, correcting and scaling there are different torque figures used inside such benches.
    The local Superflow representative was so kind to send me a manual where I could find and more or less understand the process that leads to the displayed result.
    That explains why in the data of the previous dyno measuring session on a Superflow, torque and power cross very close to 5252rpm (when plotted as torque in lbft and power in hp).
    The Superflow operator was so kind to give me the result of his measurement in a csv-file so I could play around with that easily.

    When I calculate torque (in lbft) myself out of the power figure from the DD run (reading the power values from the graph), I use the factor 5252 and that result is definitely “in the ballpark” with respect to the engines displacement and boost as well as compared to the previous Superflow run.

    I got to suspect that the DD operator missed a bit of basic physics or knowledge about the software.
    I attached a picture of the graph with the company name blurred, I don’t want to discredit anybody here.
    “Probably” the power is OK and the maximum torque should be 250lbft (339Nm) at 5550rpm.
    It is definitely a torque curve that most CA's can only dream of and that will beat many stage3 turbo's
    Anyway I feel obliged to go back to the Superflow for a comparative measurement and a reliable result.

    P4140006h.jpg

    Next to be dealt with is the radiator. I'm still using the rad that came with well-known Volvo FMIC.
    They form a good assembly but this is not the case any more after I changed for this new IC.
    Also I find it somewhat awkward to have the pressure cap on the remote container.
    I'll go for a rad with pressure cap on it and also that matches my IC.
    The remote container will eventually be an expansion bottle only, just as it was in the stock cooling system layout.

    .
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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
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  15. #55
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    Nice flat curve ! Full power at 2000rpm. Most uf us are still waiting for the turbo to spool up in those regions

  16. #56
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    S13 "Evil Edition"

    Link to my supercharger project

    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
    -Paul Godley 2ZE

  17. #57
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    End of July I went to the Superflow rolling road.
    The result is in line with what I expected - 279hp and 313Nm, reaching 200Nm just over the 1800rpm, so less power but more torque than the DynoDynamics measurement.

    Kempower 30_07_2014a.jpg

    A first run on the track ended prematurely because of an oil leak.
    Meanwhile a second track day was successful.

    Since the installation of the 4-2-1 exhaust header there is a piece of flex pipe between the downpipe and the tube going to the back (and the 3 boxes).
    That allows the mufflers to move more freely than before.
    A bit too much it seems, because the rubber hanger upstream of the back box keeps on coming off.
    I'll have to re-think the way the exhaust is fixed under the car and arrange a better way to attach it.
    Probably I'll make a suplementary bracket and rubber hanger to stabilise it somewhat.
    S13 "Evil Edition"

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    The amateur is a fool. Ignorant that something is impossible, he will succeed realizing it.
    -Paul Godley 2ZE

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