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SwissDave
Active Member
I told you I'd be back! 
After I abandoned my previous turbo effort in my V66 I ran the car on twin 40s last year and it went really well, I changed the ignition to 3D Megajolt which helped response and driveability no end and it even ran a 16.0 1/4 at Santa Pod.
But obviously it's not fast enough so to go faster I am once again trying forced induction and to facilitate this over the winter I have changed the engine to Emerald management and fuel injection.
I am determined to do it properly this time and so I have had a Lehmann style twin plenum made for the conversion to injection.
I have opened up the combustion chambers in the head to lower the compression but still using the Wossner atmo domed pistons. All chambers equalised and head skimmed 8 thou.
the new head gasket is an uprated and thicker one from automecca
I have also found an intercooler to fit inside the bumper nicely.
So the questions are;
I need another turbo manifold made ( I sold the original). Do I go for the same as last time, primaries were equal length and same diameter as the exhaust ports?
What turbo should I use? Happy to pay for a one off, but I will only want oil cooling this time for simplicity. Any flange fitting and down pipe fitting possible.
Anything else I should consider?
I will add some photos of the head and new inlet plenum.
the original turbo manifold pics are earlier in the thread.
After I abandoned my previous turbo effort in my V66 I ran the car on twin 40s last year and it went really well, I changed the ignition to 3D Megajolt which helped response and driveability no end and it even ran a 16.0 1/4 at Santa Pod.
But obviously it's not fast enough so to go faster I am once again trying forced induction and to facilitate this over the winter I have changed the engine to Emerald management and fuel injection.
I am determined to do it properly this time and so I have had a Lehmann style twin plenum made for the conversion to injection.
I have opened up the combustion chambers in the head to lower the compression but still using the Wossner atmo domed pistons. All chambers equalised and head skimmed 8 thou.
the new head gasket is an uprated and thicker one from automecca
I have also found an intercooler to fit inside the bumper nicely.
So the questions are;
I need another turbo manifold made ( I sold the original). Do I go for the same as last time, primaries were equal length and same diameter as the exhaust ports?
What turbo should I use? Happy to pay for a one off, but I will only want oil cooling this time for simplicity. Any flange fitting and down pipe fitting possible.
Anything else I should consider?
I will add some photos of the head and new inlet plenum.
the original turbo manifold pics are earlier in the thread.
SwissDave
Active Member
Hi Adey, well spotted! The Rotrex dump valve is in fact connected to a Rotrex supercharger in this pic. Unfortunately the bargain eBay Rotrex I bought was not the bargain it seemed and screams like a banshee.
For about 1/2 the price of a new Rotrex I can go back to turbo again.
For about 1/2 the price of a new Rotrex I can go back to turbo again.
yeah they are mega pricey, i had one fail a few years back, alot of back and forth over whos fault it was with rotrex but they took no responsibility, the cost of another new one was mega and i ended up with an expensive paperweight. I didn't actually notice the dump valve lol i saw the reservoir and filter.
SwissDave
Active Member
I've made some progress over the last few days. I've chosen a Holset HE200 for the new turbo and I'm hoping to get the flanges cut for the new turbo manifold next week. The original turbo manifold I had made and that is shown earlier in this thread is on its way back from the Netherlands. I had sold last year to another crazy Daf owner wanting to turbo his car.
He was kind enough to send it back for reference and copying the flange etc.
The new one will be slightly more simple as the turbo is physically smaller and can be in a more central position with the cold side at the front this time. So much easier without having to accommodate the 5 Gordini Turbo inlet and plenum etc.
He was kind enough to send it back for reference and copying the flange etc.
The new one will be slightly more simple as the turbo is physically smaller and can be in a more central position with the cold side at the front this time. So much easier without having to accommodate the 5 Gordini Turbo inlet and plenum etc.
SwissDave
Active Member
There's quite a connection, his Mrs writes for the Dutch Daf owners club magazine and they both came over last year to do an article on my 66.
He had already bought the manifold by then and I'd sent it to NL but lovely people the Dutch.
I would love to live there one day.
He had already bought the manifold by then and I'd sent it to NL but lovely people the Dutch.
I would love to live there one day.
SwissDave
Active Member
The turbo and manifold both turned up today so I'm taking them to a local guy to get some flanges made for the new manifold tomorrow.
I got the intercooler fitted into the bumper, I had to drill some holes in the front panel for the boost hoses to pass through and these were a massive pain to get in the right position and in the end the intercooler was slightly too thick to fit in the gap so I made some 10mm spacer blocks to move the bumper forward. I think it looks ok, not massively noticeable.
Excuse the bungee straps, the intercooler is glued in place inside the bumper but I will be strengthening its fixing with some plastic ducting I will be putting at the sides of it to make sure that all of the air going through the two holes in the bumper has to pass through the intercooler
I got the intercooler fitted into the bumper, I had to drill some holes in the front panel for the boost hoses to pass through and these were a massive pain to get in the right position and in the end the intercooler was slightly too thick to fit in the gap so I made some 10mm spacer blocks to move the bumper forward. I think it looks ok, not massively noticeable.
Excuse the bungee straps, the intercooler is glued in place inside the bumper but I will be strengthening its fixing with some plastic ducting I will be putting at the sides of it to make sure that all of the air going through the two holes in the bumper has to pass through the intercooler
SwissDave
Active Member
The parts are back from being cut and the rest of the manifold is now being made. I mocked up the position of the turbo in the engine bay, it's quite tight but the new central position allows room for the air filter in front of the turbo and the turbo can also be a bit higher up in the engine bay.
The flange for the outlet of the turbo to the exhaust is made for twin pipes, one matched to the turbine size to allow only the exhaust gas that has passed through the turbine wheel through it and the other will carry the exhaust from the wastegate. They will join together into a single pipe after about 300mm to link to the exhaust.
The flange for the outlet of the turbo to the exhaust is made for twin pipes, one matched to the turbine size to allow only the exhaust gas that has passed through the turbine wheel through it and the other will carry the exhaust from the wastegate. They will join together into a single pipe after about 300mm to link to the exhaust.
SwissDave
Active Member
I picked up the new manifold today, it's only tacked together but I need to trial fit it before it's finished
Looks good, much neater than the first one I had made
Sorry all of the pics are turned 90 degrees, my photobucket has gone nuts so I just uploaded these but they all turned 90 as they uploaded and I can't seem to fix it
Looks good, much neater than the first one I had made
Sorry all of the pics are turned 90 degrees, my photobucket has gone nuts so I just uploaded these but they all turned 90 as they uploaded and I can't seem to fix it
SwissDave
Active Member
The final bit of exhaust fabrication is being done now, I have already fitted the oil supply and return.
The little car started and ran ok, well it was alright to drive on and off the car trailer so that it could be delivered to the exhaust guy.
Next stop the rolling road to get the Emeraldecu mapped.
The little car started and ran ok, well it was alright to drive on and off the car trailer so that it could be delivered to the exhaust guy.
Next stop the rolling road to get the Emeraldecu mapped.
SwissDave
Active Member
I finished the last few bits on the engine this last Monday and then phoned Emerald to arrange a rolling road session. They couldn't fit me in until the 7th October which was a bit of a wait but they said they would put me on the cancellations list.
About 10 minutes later they called back, there had been a cancellation for this Wednesday!
I then found out that I needed resistor type spark plugs to work properly with the ECU.
Much phoning around produced a set of Champion RS9YC resistor plugs which were a replacement for the (atmo Gordini spec) NGK BP6EFS I had in it.
The rolling road session wasn't straightforward. Dave at Emerald really struggled to make any sense of the readings from his rolling road due to the wierd Daf Variomatic gearbox in the car and in the end couldn't produce a proper power curve but did manage a few readings at set rpm.
90hp at the wheels at 4000rpm, 111 at 5000 and he thought he saw 130 at 6000 before it started misfiring, banging, popping and running really rough!!
I feared the worst and Dave looked worried but after some investigation it was down to a coil pack lead coming loose.
Dave had got the car mapped pretty well by then and was reluctant to keep beating it on the rollers with the "hot" atmo spark plugs in it, in case one broke up. He thinks Gordini turbo heat spec plugs, an 8 in NGK would be suitable albeit in a resistor type before I use it hard.
A quick spin up and down the road to try it showed how smooth and punchy the power delivery is now, it boosts from about 2300 rpm and the turbo whistle is amazing. You can just about hear it in the video over the rest of the row but it sounds much louder in the car.
I will do an in car video soon once the cars properly on the road.
About 10 minutes later they called back, there had been a cancellation for this Wednesday!
I then found out that I needed resistor type spark plugs to work properly with the ECU.
Much phoning around produced a set of Champion RS9YC resistor plugs which were a replacement for the (atmo Gordini spec) NGK BP6EFS I had in it.
The rolling road session wasn't straightforward. Dave at Emerald really struggled to make any sense of the readings from his rolling road due to the wierd Daf Variomatic gearbox in the car and in the end couldn't produce a proper power curve but did manage a few readings at set rpm.
90hp at the wheels at 4000rpm, 111 at 5000 and he thought he saw 130 at 6000 before it started misfiring, banging, popping and running really rough!!
I feared the worst and Dave looked worried but after some investigation it was down to a coil pack lead coming loose.
Dave had got the car mapped pretty well by then and was reluctant to keep beating it on the rollers with the "hot" atmo spark plugs in it, in case one broke up. He thinks Gordini turbo heat spec plugs, an 8 in NGK would be suitable albeit in a resistor type before I use it hard.
A quick spin up and down the road to try it showed how smooth and punchy the power delivery is now, it boosts from about 2300 rpm and the turbo whistle is amazing. You can just about hear it in the video over the rest of the row but it sounds much louder in the car.
I will do an in car video soon once the cars properly on the road.
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