Nolan Penney wrote:
>
> >I recall that I had several replies from individuals interested in further
> >exchange of information, but I am unable to locate addresses. If there is
> >anyone on the list interested in continuing this thread, drop me a line.
>
> Friend! I just posted a question here about the notion I've had running
>around the back of my
> mind for either turbocharging or supercharging a Spitfire. I've seen Volvo
>turbo's dirt cheap
> at Carslisle, and VW beetle superchargers at bug shows. Hmmmm. Any thoughts
>on the subject
> would be quite welcome.
Nolan,
Turbocharging, MY FAVORITE subject after LBCs. What do you want to
know about turbos or supercharging?
* First thing you have to ask is how much power you want to make?
* Second, if you want alot of boost (power), you start with a low
compression engine, if five or six pounds is enough a high compression
engine will work on premium fuel.
* Third, what kind of intake do you want? Carb or PI? PI is the
easiest to use with turbos, carbs are a bit trickier. With carbs you
can have either a blow-through (turbo blows boosted air through carb) or
draw-through (turbo pulls air and fuel through carb) system. The latter
is least desireable for boost above five pounds and CANNOT be
aftercooled. The former is better, can be aftercooled, but presents a
problem, seals tend to be blown out, the carb has to be designed or
rebuilt to live under boost conditions (no more than eight pounds of
boost recommended for carb applications). Although PI may be more
difficult to set up correctly, it would give the best performance under
boosted conditions (max boost dictated by compression ratio, resistance
to blown head gaskets (see below), fuel grade, and resistance to knock
[pinging or pinking]).
* Fourth, you would need a stronger head gasket, preferably an O-ringed
head gasket. You would need to machine the head for this to fit. Cheap
head gaskets tend to be blown very easily (ask me about the $150.00 head
gasket on my Turbo T-bird!)
* Fifth, make sure you have a strong first gear. First gear is usually
the only gear that you will exceed the max torque level of the trans.
* Sixth, make sure there is no carbon build up and everything is smooth
in the combustion chamber.
You do not have to have a stonger crank and rods to handle the power,
unless you are after extreme boost (anything over nine to ten pounds).
Just make sure you have everything magnafluxed. Stock pieces can handle
moderate boost.
Sorry to make it so long, but if anyone would like to know more about
turbos, drop me an email and I will get back to you direct. I have had
ALOT of experience with turbo cars. My first three cars were
turbocharged, and I have helped all of my friends get the most out of
their turbo cars as well (includes Pontiac Grand Am and Sunbird Turbos,
Nissan 300ZX single and twin turbos, 1980 Pontiac Trans Am Turbo, Buick
Regal Turbos, Volvo and Porsche Turbos).
Actually, the Spit and GT6 engines would be perfect for a centrifigal
supercharger, an aftercooler, and PI. Hang the supercharger on the left
side of the engine. Run the plumbing from the SC to aftercooler. Have
the aftercooler in front of the radiator, with the inlet on the left and
outlet on the right. Run the plumbing from the aftercooler outlet to the
PI manifold (for the Spit, a stock 1500 manifold would be perfect).
Have Fun!
Ron N.
Dalton, Ga
http://member.dalton.net/~spitfire1500
77 Spitfire 1500 - undergoing cajones transplant - FM66513UO
62? Vitesse/Sports 6 convertible - HB5635LCV
92 Ford Tempo GLS V6 (Ultimate Q-ship!) - 1FAPP38U1NK150073
79 Mercury Capri Turbo RS - first car, pulled carbed motor and installed
SVO turbo motor with 20 lbs boost.
82 Ford EXP Turbo - second car, pulled 1.6L turbo and installed 2.3L
turbo with Tempo block and Turbo T-bird head and turbo.
84 Ford Thunderbird Turbocoupe - third car, stock 2.3L engine with Roush
Engineering bits, produced 30 lbs of boost, about 450 HP!
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