[4x4le]

So after waiting forever for all of the parts, some custom made, some special made to order, I THOUGHT I had all of my ducks in a row but more setbacks. Now that Im actually in the assembly process I will keep track of it with this build thread.

Engine out.

Back from darton. Sleeves are bored to 90mm

K1 stroker crank and rods

Custom forged weisco 10:1 90mm pistons (took 3 months for them to design make and ship)

T3 TWIN SCROLL .82 housing for the 2871r

I am going to be running this on a cast log and we may build a stainless log later on if we decide we would like better turbo placement and to knock the weight down a little. However log manifolds seem to build the quickest spool which is what Im going for with this engine, and log manifolds seem to work with this device called the:

Sound performance quick spool valve

I also made my own maf. Im going blow through on this setup, and I know a standard N62 maf would suffice with this turbo, but I have in the back of my head that ALL I would have to do is swap a turbo and down pipe and a different tune (literally 40 minutes of work) and Im ready to go to the strip. May even get some rear suspension that will squat some and some dr's or wrinkle walls...... but thats later on. Anyways here is what I call a:
P62 maf

Its a p60 housing which is 3.5" with a n62 element inside. I dont know how much power it will support, but probably more than I will need.

Heres a comparison of the p60(p62 actually) compared to the empty n62 housing.

Some pics of my empty head mocked up with manifold, quick spool valve, and custom turbo.

Here is the block build

Arp main studs

assembly lube

Too bad there isnt enough oil clearance. Were going to get to the bottom of this really soon because we put the stock crank in as well and there wasnt enough with it either. Neither would turn well after torquing fully. This is a common problem for people that use arp studs that didnt realize they needed a line hone in order to use them but the arp hardware was sent to darton when they sleeved the block and they were supposedly installed before line honing. If you will notice the lower left of the block in the picture you can see a gouge where it appears to have been dropped. There was raised aluminum in that area that we planed out but its possible that the block shifted some. Im going to call darton because shipping was insured but Im hoping it hasnt been too long to make a claim. Im going to take the bearings, crank(s) block ect to a local machine shop (who balanced and blue printed the rotating assembly) and have them check everything and touch up the line hone if needed. It sucks. I dont want anymore set backs.



Anyways here is a pic of my 38mm v-band tial

 

[boxfresh]

great work. The twin scroll is sex.

 

[4x4le]

Thank you kind sir, now if only I could start having some luck.... This engine has been down way too long, Ive been planning this build ever since my first engine was still running strong and I wish at this point I would have put a band aid on it while aquiring these parts.

I am so excited about it! Im hoping for massive quick spool and tq, with some good hp to boot.

I took a screen shot of a video sound performance put on youtube of their quick spool valve on a supera. Their hp gains were impressive but they didnt include tq on the graph. I know hp=tqXrpm/5250 so I took hpX5252/rpm=tq and plotted it out in several spots on the dyno chart and then connected the dots in order to get tq. The low red and low black are the hp and tq without the quick spool valve and the higher lines are with the quick spool valve. The paper was not big enough to even properly plot out the tq to show how high it towers and peaks but my math brought it to an even 600 lb ft. (and I know the rpm and hp levels are hard to see but the video is located here

at 1:57)

Here is the graph I plotted tq on

and the break down

Without the valve pk tq was about 540@4600 and with the valve it was 600@3250!​

Now it makes 540 tq @ 2800 instead of 4600

 

[Scoot]

Nom nom nom.... Me like

I wonder how a HTA2868 would be. BEAST. Spool faster than a 2860RS and more Flow than a 2871R

 

[4x4le]

Nom nom nom.... Me like

I wonder how a HTA2868 would be. BEAST. Spool faster than a 2860RS and more Flow than a 2871R

send me one and Ill let you know.

if and when I do a secondary turbo, since I wont have to live with it on a daily basis I will probably do a hx35-40 hybrid with a twin scroll turbine housing.

Will cost me very little too. I do all of my tuning out of a diesel performance shop and all of those guys ditch their factory turbos.

 

[word sux]

I am going down a similar route for my sr now


but I am going to be using a turbonetics t3 with a tubi mani and a tial 38


what type of engine management are you going to use, nistune???

 

[word sux]

hey you should hook a brotha up!

what if i bought a nistune, and those internal off of you?


=D

 

[BoostinIX]

Hah, I remember SP. Guy that worked on my supra ended up working there. Motor is lookin sexy

 

[4x4le]

Yes, this will be tuned with nistune.

Im very confident in its capabilities

 

[RikRong]

So, the quick spool is basically a vacuum controlled exhaust cutout? I am interpreting that correctly? That's a pretty ingenious idea.

 

[4x4le]

Not quite but sp makes those too. This is kinda like turning a turbo into a variable vein unit. Look at the turbo on a turboII fc, its built into the turbo actually

 

[unreal-]

Nice build man

first time i've seen a SP QSV used outside of the supra community. Even then they arent used too much, most stick with the regular divided mani and a baller ass turbo (EFR, Billet precision turbos, etc.) and tune the rest out with cam timing and E85.

 

[Sleepy_Steve]

For this to work properly, am I correct in thinking that the manifold can not have a divided entry into the turbine housing?

 

[RikRong]

Not quite but sp makes those too. This is kinda like turning a turbo into a variable vein unit. Look at the turbo on a turboII fc, its built into the turbo actually

Okay, that makes sense now. I've looked at quite a few TII's, assembled and not, so it's a little more clear to me now.

 

[4x4le]

For this to work properly, am I correct in thinking that the manifold can not have a divided entry into the turbine housing?

That is correct. Short runner or log gets quickest results, long runner will take away effectiveness of qsv.

Okay, that makes sense now. I've looked at quite a few TII's, assembled and not, so it's a little more clear to me now.

Cool

Nice build man

first time i've seen a SP QSV used outside of the supra community. Even then they arent used too much, most stick with the regular divided mani and a baller ass turbo (EFR, Billet precision turbos, etc.) and tune the rest out with cam timing and E85.

Supera guy on a local forum mentioned how he would like one for its benefits, but would rather keep it simple. Im not positive on exact numbers but he has a 800ish street setup abd a high 600hp road course setup so the guy isnt too cheap to buy one lol. Thats dyno dynamics hp.

 

[Sleepy_Steve]

That is correct. Short runner or log gets quickest results, long runner will take away effectiveness of qsv.

Well I get that part of the concept behind spooling faster. My question was that you could NEVER run a QSV on a divided manifold because of the back-pressure build up on the runners that would be effectively blocked off by the QSV when closed; correct?

I love the concept, I think its a neat idea of getting VATN style performance with just a simple divided housing instead of a incredibly expensive turbo. I just want to make sure you cant have you cake (QSV) and eat it to (divided manifold w/ twin scroll housing).

 

[4x4le]

No you cant. Your right

I was satisified with my hp on the last setup so that wasnt an issue with this setup, but more hp will be a side effect of this setup anyways

 

[4x4le]

Block got looked at by local machine shop. The line hone was too small!? But was strait and true. Called darton east about this and he couldnt seem to find any build specs from what he did for me but said he found the largest outside tolorance and honed the line bore to that. What is the point of even doing a line hone if your not going to put it back to factory spec? He said it would have been different if he was doing the full build he would have caught it and had to fix it.

Well excuse me for wanting my shop to be the one in charge of all of the tq sequences, ring installation, and gasket applications. Were already apparently more through than he is anyways....

So anyways right now Im waiting to call him back tomorrow to see what (if anything) he is going to do for me. It would be cheaper for me to send it back to him if he will fix it, and do full measurements of the crank and bearings and calculate clearances and ship it back, than it would be for me to have my machine shop do that here. I dont know yet what I owe them though for measuring it. I do know its going to be 260 for a hone and measure clearance.

At the minimum I think he needs to give me my $75 for the line hone back because what is the point of me paying darton to do this if I was going to have to do it again anyways, especially after it ruined a set of bearings first.

Im pissed. My thinking was I was going to send it to darton for the sleeve install and have everything put in spec and have a trouble free installation. Im wondering now why I paid them $1700........
If they dont make this right I will be speaking very loudly about this for a very long time.

 

[4x4le]

Got my block back Friday. The clearances with clevites are .0013 .0014 .0014 .0014 .0016

I will be ordering a std set of acls and a +.001 set and using half of each to achieve +.0005

 

[KAman19]

arent you going to have to use a thin oil for that close of tolerances?