Air Chamber inside guard on MPFI L Series ?

[nncoolg]

With the whole airflow thing, if you flatout don't want to go hotwire, why don't you employ another flap AFM, beside your other one, so you, in effect halve the restriction of the flap, and double the physical size of the passage through the thing and fit a S-AFC to add the signal. They have the option to do this, and at around $200, pretty good solution to the air flow inhibition, and would also give fuel map tuning. You already have a Wideband gauge, so you could tune it on the road, and you already have the o2 disconnected, so the settings would stay as you set them. That is what I planned to do if I ever got stuck with another flap car. Then you could also drop "yeh, shes' got twin AFM's" at swap meets!

[Gannon]

L series AFM's were 0-10v and the SAFC interceptor was only designed for 0-5v

I bought a SAFC with the plan of using it on my 4 plug, and was gonna build an electronic circuit that consisted of 2 x 741 op amps, the first to halve the 0-10v signal to be processed by the SAFC, and the 2nd to double the signal after the SAFC back to 0-10v suitable for the ECU, but never got around to it.

[steptoe]

Bendix had a listing for rear pads? I had no luck with many suppliers and ended up with Lucas pads using a UK part number cross referenced. Pretty sure it was something like DB418 front, 419 rear?

[nncoolg]

Not sure about that voltage thing - i tink it depends on the setting you choose in the config. Just a matter of finding a jap car with a similar AFM and use that setting.

For example, look up this link : http://www.apexi-usa.com/content/pdf6118.pdf and look through the listed makes and their sensor settings: I reckon the Mazda MX5 or Eunos flaps would be similar, and the early skylines and fairlady's would be similar to the Subaru's Hotwire...I think MR2's had flaps aswell, but I think they were nippon denso, not Jecs sensors... I don't think the voltage is an issue, there is no way that FHI had JECS make them a specific meter for the EA82. If you could find a setting for the Nissan E15, CA20 or CA18 I reckon you would be right on the money with the flap. Im thinking early Skyline or 300 for the hotwire.

The beauty of the S-AFC II is the ability of 2 selectable maps + adjustment every 200rpm, over the 1 map & every 500rpm on the S-AFC. S-AFC II also gives Knock alert. I have the S-AFC on my TT legacy, as it looks the same as my AVC-R, but the S-AFC II is the better choice.

[discopotato03]

Yes DB418 and DB419 are the reference numbers for all disc braked L and XT4s . Mine came through Repco and turned up in the afternoon delivery .
Granted not cheap at 60 odd but these rear pads are not always easy to get and Ultimates are a step up from Bendix pov pack ones .

Dam things squeal without their shims and the gunge only works for a while .
Anyone selling rear pad shims ?

I personally am not worried about the size of the vane AFM particularly as the early Group A RX Turbos drew 190 Hp worth of air through them .
I think the air entry into the std air box is probably the major restriction , some at USMB found that they could get their 82Ts to rev more freely from 4-4500 revs with a better feed into the std box .

From driving my thing it feels like the turbo really gets into its stride at about the revs the air box inlet restrictions are supposed to become a problem . on paper my turbo is good for about 100 more horsepower than the prehistoric IHI 82T turbo so its not exactly going to like having restrictions upstream of it .
I also think the exhaust feels restrictive though its hard to know which restriction is doing the most harm - air I think .

Once the easy restrictions are removed from both sides I'd like to think this engine should rev more easily and the turbo to be more responsive .

A .

[El_Freddo]

I'm running the standard EA82 MPFI inner guard ducting with the EJ22. Gee tells me to get rid of it for better performance, better induction sound and to raise the air intake point slightly to avoid water intake during creek crossings. Problem is finding a creek deep enough to warrant this change/effort...

Cheers

Bennie

[GOD]

raise the air intake point slightly to avoid water intake during creek crossings

Pretty sure you couldn't raise the intake without going to a full-on snorkel.

Problem is finding a creek deep enough to warrant this change/effort...

I found one .

Dane.

[El_Freddo]

Pretty sure you couldn't raise the intake without going to a full-on snorkel.

A snorkel is on the cards one day. But removing the intake from behind the bumper bar to just inside the engine bay is a considerable difference from what I've been told. One time in SA I had the water halfway up the bonnet - and the air intake on the carb'd EA from the funnel on the standard air filter box, the inner guard box was not connected because it was not compatible with the MPFI inner guard ducting...

Yeah, waiting for more water over here for a decent creek crossing - then I'll really kack my dacks!

Cheers

Bennie

[twilightprotege]

imo i wouldnt worry too much about a "cold air intake" for a turbo car *IF* you intercool it.

just get as much air as possible to the air filter and go from there. the air you suck in will get heated up by the turbo - that's a given

[discopotato03]

Well the infernal junk in the guard was ejected this afternoon and surprisingly the sounds of the 82T don't seem to have changed . The box itself is still std ATM though it will be getting a larger inlet pipe and hole through the inner guard as soon as I can organise it . At a rough guess it will be an ovalised piece of maybe 3 1/2" tube because 3" won't make enough of a difference .

At wide open throttle the manifold pressure gauge shows positive pressure at lower revs and I can make it up most hills in 5th if the revs don't fall below about 2200 . My 5th is the shorter carby 0.87 not the taller turbo L 0.78 .
I also think the gauge jumps further towards zero or atmospheric pressure if I give the throttle a stab at idle .

Having a larger inlet hole and a new K&N panel should take most of the air box and filter restrictions out of the equation for the performance level I want .

I spoke to the Carline mob near the Quad bike people and they gave me some free offcuts of 2 1/2 and 3" tube to measure up . The OD/IDs are 63.5/59.7mm for the 2 1/2" and 76.2/73.0mm for 3" . From memory 2 1/4 is 57.15/54.2 so the cross sectional areas are 2307.22 vs 2799.23mm square or 21.3% increase in area .

A .

[Gannon]

Have a read of this
Autospeed.com.au/Don't Bother Changing the Factory Filter

[discopotato03]

I agree that helping the snork and air box , over the shoulder , is the place to start and that's what we're doing .

Quote AutoS .
"In nearly all cases, in a standard or only slightly modified car, it’s not the factory filter element which is causing the restriction. Instead, it’s likely to be the snorkel going into the air box, or even the shape of the air box itself .

Don’t start off by changing the filter; start off by altering the intake flow into the box ."

Ask Coxy here about what K&N filters do for their competition Quads inc the turbocharged ones .
The rally fabricators I use reckon they're good things and the only downside is that the Aust distributor , Rocket Industries , make sure they are not affordable compared to what you'd pay in the US inc currency differences .

IMO everything about factory EA82T engines as in the complete L/XT strangles them and ensures your 115 Hp is all your gonna get - when new .
I reckon it goes like this on the inlet and exhaust sides .

1) Plastic snorkle and box right through to the airbox .
2) Inadequate hole into the lower half of the airbox .
3) Plastic guide in the upper half of the airbox .
4) Ribbed concertina rubber hoses flow poorly for their size .
5) Turbo compressor housing and wheel quite small .
6) The cast crossover pipe from the turbo to the throttlebody , ghastly .
7) L MPFI inlet manifold , just ok .

1) Exhaust header , Oxford Dictionary under pathetic has a pic of one .
2) Turbine housing , really small where turbine is quite a good size .
3) Turbo outlet pipe , very small even for the std turbocharger .
4) Std cat , prehistoric design and no doubt very restrictive .
5) Std exhaust , I think these were around 2" so again restrictive .

Std cams , pretty soft emissions profiles for factory strangled and low 7.7 to 1 non intercooled engine .

Throughout the production run of the EA82T powered cars Sube did improve a few things though moreso with the heavier Vortex XT4 the less emissions restrictive countries .

Better inlet manifold - Spider .
Far better crossover pipe turbo to throttlebody .
Better cam profiles - extended exhaust lobe timing .

2% better exhaust header .
Larger A/R turbine housing .
I don't think the cat was in the turbo outlet or down pipe .

My 87 WSM is in my car ATM but I seem to remember reading that the 136 Hp 82T made another 10 ft/lbs of torque and not sure but that may have been a lower rpm torque peak .

Will get back on that one but its what you'd expect they'd need in a heavier Vortex AWD Turbo .

I hope to find out what can be had from an L EA82T when virtually everything about its breathing characteristics has been improved .
I think , to be confirmed , the only backwards step I've done is the Garrett BB turbos oversized turbine and its only out by one of the three available turbine sizes .
What I'm trying to do is increase the engines gasflow potential up to that turbo rather than decrease the turbo size to suit the factories artificially strangled everything - inc airbox airflow potential .

Coxys view is that less restriction on the inlet side helps the engine fill its cylinders and on the exhaust side allows to gas to flow as well as possible to make the turbo pump air efficiently .

Pics of snork box later Gannon , cheers A .

[Gannon]

[Gannon]

What id you get from PWR?

Could it be a water to air intercooler that you were keeping secret?

[discopotato03]

Just for comparison value these are the peak torque and horsepower figures for the highest XT EA82T and the Aus spec 87 RX Turbo sedan .

Horsepower 136/5600 rpm . Torque 145 Ft lbs/2800 rpm .
Horsepower 120/5200 rpm . Torque 134 Ft lbs/2800 rpm .

The 136 Hp engines use 7 rather than 6 heat range plugs in NGK and the timing is set to 22 deg at 900 rpm rather than 20 at 700 rpm .

I got hold of some 3 1/2" exhaust tube today and some will be used for the air boxes inlet and the rest as the front part of the Skylines exhaust , it too will be big at the front like the L but with 2.5L and much better head and electronics . Would like to see 270 Kw at the wheels with that car .

Cheers A .

[discopotato03]

You posted while I was typing .
No that was the box for the radiator PWR made for one of Explosive Racings quad bikes .
Just happened to be a good flat surface to put my stuff on .

If I didn't have so much to get done on both of my cars I'd look into getting PWR to make me an L radiator to my specs . I'd like a single row core about 20mm thick with more and thinner tubes than a std L radiator .
Shoot I'd even think about having a vertical tube rad made to have more if shorter tubes .

ATM my rally fabricator who I've known since 1989 is retiring in 5-6 weeks and I need heaps done in that time .
Ellies exhaust and air box and maybe something with the front control arms .
Another feller there who rallied an 86 RX had jigs made up to re bore and sleeve L front uprights to correct the front positive camber issues , he used Superlights on that car so have to ask which size .
Also the close ratio AWD L DR box may be a problem if this car makes good grunt for an RX Turbo . The spare single range AWD Vortex box I have has the same ratios as Ellies original PT 4WD one so it may be going in .
If it does you'll see expressions of interest in an low L LR carby ratio AWD L gearbox here .

The Nissan needs a turbo and GTR IC upgrade and possibly the GReady front TB inlet manifold swap , and an exhaust .

Ellie goes in for the exhaust upgrade and maybe the air box mod time permitting on Friday .

So much to do and pics of both if possible .

Over the years my favorite panel beaters and auto sparkys have retired and now I'm loosing my very talented fabricator .

Lifes like that , cheers Adrian .

[steptoe]

prolly shoulda been guys like us in our gen following in their footsteps to keep things prehistoric alive