Daves are proflow McFly and he got them from me at Enzed. But any speed shop that sells those type of fittings, like speed flow or earls or aeroflow will be able to hook you up. They're dash 12 fittings and hose.
So after redesigning the under side of the loop which I fitted with some 12mm strap cut and shaped to size for extra support I started trimming and measuring.Took it down to 940mm then took 13mm off each side to give me a 3mm gap between the rails and face plate for weld penetration.It's fuckin hard laying on your back welding vertical up's and long supper supper hot tack welds so position everything.
I also found that because the ute is so low I needed to fab up longer bottom arm brackets which I ended up making out of some 50x50x4mm RHS.After tacking the front in place I set my trolley jack up to lift and hold the bottom arm till it was just level for the ride height I wanted.Then cut the brackets to size and got it square and level I welded it up.I'll get a shot of the bottom brackets tomoz till then...
Cross member face plate with holes for plug welding in place...
Gearbox end with new design and exhaust cutouts...
I'll get pics of the bottom brackets tomoz after I swing the top bars on and drop it down...it's Miller time!
I'm putting coil overs in to STOP skids but there is no easy bolt in swap of leaves to coil or coil overs that doesn't cost big money.McDonald Bros and RRS do bolts in kits but they cost ALOT.
It all depends on the chambers themselves and the material used, a more modern fast burn chamber will tolerate more comp on less octane and require less timing also, alloy heads can also tolerate generally more comp on less octane. As mentioned it is all about the entire combo, things like cam, intake and exhaust design and dynamic compression all play an important part.
Most of us try to help around here even you do McFly so keep your replies coming.Not everyone acts like he doe's and as shown he was wrong anyway but that type of comment or attitude is far from helpful or not needed here.We can all have different views but we can voice them like adults too.
That's a nice profile cam the 517. Sounds like just what your after and I love the lift, perfect for these engines. With a decent, exhaust, two barrel or four barrel manifold, good ignition and tune I reckon it would make a nice daily with a bit of a kick. I would mate this cam to a four barrel manifold with a 465 Holley. Best of both worlds there, economy when you want it and decent cfm when you stand on it. Going four barrel mani will also allow you the option to upgrade to a bigger carb (600DP etc) and solid when and if you get sick of the hydraulic - but I reckon you won't get sick of that combo. Just make sure you dial the cam in correctly - none of this dot to dot stuff.
Be real interesting to see what this combo would do down the 1/4. Come on Mcfly get off the computer and go and build this so we can find out. That's a good thing about these forums - all these different combo's and we all get to see the results rather than having to build them all ourselves to find out.
im a fan of the 14892 it a little cracker of a cam and ive made some good numbers with it little randys car runs 14.7 with that cam 465 no head work but big springs mid high 9s in comp and no stall convertor
You can't run a stock convertor with any performance camshaft and get any good results at 6000rpm unless boosted.
Big cams need big convertors and gearing.Trust me the difference between 3.27 and 3.7 is buggar all in rpm at hwy speed but in engine speed under acceleration it is a fair bit.You can run lower gears to get back some more stomp but a tight convertor will not allow the car to idle or accelerate and will be a b*tch ass POS to drive.
No way around it bud so start looking for a convertor or get Kayver to build a new one for like $500-$700 to suit any cam you choose.They are solid convertors that don't slip or burn out and cheap.A 2nd hand convertor is just that a 2nd hand convertor and IS NOT matched to you combo.
Again you need to consider the term's,combo and package before you go to far cos you need to tweak the lot to get any sort of good results but you can find em.Q's car with that camshaft ran quicker than any other x-flow there on a what was a very basic combo.His combo will keep a GT honest and gave a BA XR8 ute almost a full second head start.Pretty good for a basic x-flow but it is a combo not just a engine.
Make sure you valvetrain is up to scratch, and if using a hydraulic cam make sure you use anti pump up lifters, personally I'd go for a hydraulic in a daily over a solid for the simple fact a hydraulic is a lower maintenance cam, but a solid will usually give you a longer power range
LOL yes I'm the new XrGlen with that cam shaft...Camtech CT 142 646A-106.I love it but it needs ALOT of convertor like 3800rpm,3.9 gears minimum.No more hwy or daily use right there.I use it with 4600 convertor and 4.11's for a even better show.
Easy to do as above. Better to move whole doors across, esp if they have electric mirrors and door locks. then easy has getting looms to middle console (in xe) and then getting power to the console for ignition. I did it myself in my XF ute with fairlane doors with a fairlane console. its just getting the looms to through the door to the console, that is the only if you call it, the hardest part. Xf's are a little different obviously because the control panel is on the door (hence why I went for the xe/zk set-up) but its all basic. EF onwards is the annoying ones because they run off the ECU next to the steering wheel. But shiot easy job to do in xe.
Doe's he build performance xflows...? I'll say no right now.
A mild x-flow doe's not spin to 6500...thats a full tilt NAT ASP x-flow
A standard 250 bottom end will turn to 7200RPM just won't last unbalanced,which brings me to the balancing...it is the single biggest most important thing you can do on a x-flow you are going to turn over 6000rpm.Jase Stoodley turns his to 6500ish now days on a 250 crank 250 rods and ACL pistons but all of it is balanced and runs a ATI balancer.I prefer the heavier EF crank and full bottom end balance.Crank,rods,pistons,balancer,flexplate the lot. YOU MUST BALANCE A BIG RPM X-FLOW.I can't stress that enough.
ARP bolts still only go to 25ft lb on a pissy little 5/16th bolt so there is no advantage really.I would use e series bolts and nuts or ARP nuts on E series bolts for the same effect.
Jets change fueling not air flow so go punch him in the face for been stupid.You can run any carby lean or rich and 465cfm is small on a 6500rpm x-flow.600 DP minimum for them revs.Pro Systems quoted me for a 740cfm DP on the same size engine.CFM doesn't over fuel a car and x-flows love big CFM carbs.
Not what you wanted to hear but it's all the truth...
for now dude just use a 465, can stuff around with the annulars if you want but its probably more money for little gain if its only going to be on there for a month or two.
i'd say this engine, 465 4 barrel, set the secondaries up properly so they open when you want, booster style well thats up to you and your wallet, annulars on the primary circuit, definatly worth it imo, but its not cheap to get done. and when you build your new donk, just buy a 600/650, the 465 won't be big enough. but you should get $250 for the 465 when you sell it, they're pretty rare and i've sold one for that price that was only a few months old.
wouldn't worry about it running lean on the rear cylinders, the ports are different shapes and sizes to counteract that issue, i remember reading a flow chart on the old forum with the flow rates for stock, redline, aussiespeed, and cain manifolds, and if you have fuel evaporating that majorly in the manifold its running lean on the rear and front banks, well son, i have some bad news for you.
If it's going to be mild and not revved over 5000rpm use a Cain or Redline but if over go the Aussiespeed.Aussiespeed kills it up top but down low the Cain and Redline give better throttle response and are easier to tune to...IMO
Hey guys i made this report for my year 12 research project, my final mark was pretty high, 9/10 which was an A. It was also stated during the assignment that the intentions off the report would be to provide to the online forum , so here it is! , as you can see at the end all of this work is correctly referenced and the authors are recognised. Enjoy, feel free to add, sticky, use how the old thread was on the previous forum.
Introduction
Turbo charging a Crossflow in an XF falcon to produce around 300 rear wheel kilowatts (rwkw) requires a number of upgrades to the car. It’s believed that 220rwkw can be achieved reliably if the cooling, fuel and ignition system have been upgraded.[1] In order to achieve 300rwkw, research suggests upgrades need to be made to the engine, exhaust, diff and transmission, therefore most of these upgrades will be analysed throughout this outcome.
However it is important to note that before any upgrades and modifications are performed on a motor vehicle, it is necessary for them to comply with certain states regulations and design rules which can be sourced from your local authorities. [2]
Engine Upgrades
Bottom End
Research shows that the stock Crossflow engine requires engine upgrades to achieve any power near 300rwkw, including a full rebuild and replacements of major components to suit turbo application.1 [3] [4]These upgrades can be performed by a reputable engine builder[5] or can be performed independently with the use of car manuals on how to completely pull down and rebuild the engine independently.[6]
To build the engine, a bare Crossflow block will be needed. Crack testing and sonic testing should be done on the block[7], prior to having the block ‘zero decked’ to eliminate detonation during tuning.[8] Following this process will ensure that a safe and reliable engine is built.
CROSSFLOW BLOCK (Refer. User: BGDAV [ONLINE FORUM-xFalcon.com/Newbie Info to Turboing a Crossflow] (2009)
A vital key finding in research explained that many Crossflow engines had a number of bottom end upgrades for a turbo application of around 300rwkw. These upgrades included pistons and conrods.[9] 4Pistons that would be suited to a turbocharged Crossflow will have a high ‘cc’ dish, around 25+; which will help lower the overall engine compression.1Thorough research confirmed that many people who own a turbo Crossflow use two types of pistons in their engines. These pistons are either a 28cc dish piston manufactured by ACL or a 27cc dish piston by Hypatech.1, The pistons will need to have properly gapped compression piston rings suited to the engine and pistons that are going to be used.4It’s evident that using upgraded chromoly rings will also be of benefit and will last longer than standard rings.1
Another finding indicated that upgrading to stronger conrods will be beneficial to ensure the engine is very reliable as high rpm levels in the engine can damage the conrods when the engine tries to stretch them when the motor hits top dead centre.5Stronger E-Series falcon rods from a 4.0 litre engine can be modified through ‘shot peening’ to strengthen the conrod4 10 “The purpose of this process is to improve the resistance of the component against cracks and fatigue, which normally originate at the surface due to applied tensile stress”[10] and resizing to suit a larger diameter and stronger ARP rod bolts.
Furthermore, a significant budget is needed to contact a reputable conrod builder and have a custom set of forged pistons to suit the pistons and crank as this will be a lot stronger over the E-Series rods.[11],[12] Together the whole bottom end, including the harmonic balancer and flex plate to suit a choice of transmission will need to be balanced together by an engine builder.[13]
Another vital key finding is that components will need to be installed precisely and correctly to prevent any damage to either the block or components. In addition the bottom end will need all new gaskets, seals and bearings to ensure you have the equivalent of a fresh built engine. [14]
Top End
A number of components will need to be upgraded on the factory head to reliably to achieve 300rwkw. However, the engine will benefit from using a C-Series Crossflow head due to the larger combustion chambers, which will further lower the compression of the engine. 1
CYLINDER HEAD (Refer. http://www.atomicperformanceproducts.com/images/products/heads/IMG_8400.jpg)
To get the most out of head upgrades, stainless steel valves can be installed. It is also beneficial to have valves in the head recut to a larger size.3 Members on xFalcon have found from experience that the head has benefited from back cut inlet valves to suit a size 1.84 and face cut inlet valves to suit a 1.6 size.9
Research suggests that the head will also need to have upgraded valve springs to prevent valve float at high rpm, at least 120lb rated springs with compatible collects, retainers and valve locks.3 Research indicates you should also consider upgraded roller rockers, and push rods.9 1
Camshaft and Timing Chain
Upgrades over the factory camshaft will be needed to suit the engine and turbo rpm range. However the camshaft will not require a ‘high-lift’1 Many members and people with experience have used the off the shelf Wade242a cam, PSI_LTD (2012) suggests to get a custom grind camshaft from ‘Wade’ and anti-pump up lifters to match.3 Based on my findings I would recommend a double row timing chain to prevent slack in the timing chain and the timing retarding or advancing.
According to PSI_LTD (2012), and experience by Wes (2009) using ARP Head studs should be used instead of the factory head bolts, they suggest for a perfect fit, use 308 Holden motor studs.
Fuel
Analysis of automotive websites suggest that with turbocharged Crossflow there are two different types of fuel setups used, LPG (Liquid Petroleum Gas) and Petrol (Unleaded)1 4. Research showed that people with experience of building a turbo charged Crossflow suggested taking the LPG pathway for fuel supply. Reasons for to doing this include that the engine will able to run over a wider fuel mixture range without detonation when compared with petrol which makes it easier to setup and tune.1
Using an LPG system incorporates a number of different mechanical objects, the tank, lines, converter, and throttle body. As research shows that standard 3/8” flex lines are proven to over 260rwkw, a larger line would be needed to produce 300rwkw. [15]
Vital key finding shows that the Impco or Gas research B2 LPG converters are the most cost effective and best option for turbo charging. The converter will need to be boost referenced to compensate for when the turbo range psi increases. [16]
After the converter you will need a throttle body (gas mixer), you can use a 2 barrel manifold type Impco 225, Impco 4 barrel 425 or a Gas Research throttle body. Throttle body like the Impco 425 or Gas Research will need to be used, to flow more air and fuel, to produce 300rkwkw.[17]
Gas lock offs are also required for the systems, the best for turbo charged Crossflow’s are the Impco VFF30 lock offs due to their effective flowing. The lock off for the gas system will also require boost referencing similar to the converter.[18]
To hold LPG you will need a LPG tank, research has shown that a stock and new model gas tanks will only provide up to 220rwkw. A 4 valve tank would be the best to use, which have two outlets however you can have a new tank made with 4 valves. Tanks for turbo charged setups require extra valves as they provide more fuel which can supply up to 440rwkw.1
The engine can be self-tuned, and to help adjust the mixtures to effective levels a wideband air flow meter or air flow ratio gauge can be used.[19]
Unlike LPG setups, unleaded require upgrades to the stock fuel injection system. The stock injection system will require upgraded fuel lines, injectors, fuel pump, fuel regulator and a new fuel rail or modifications done to the existing one.4
Conclusion
In conclusion a number of factors outlined in the report will need to be taken into consideration regarding upgrades to the engine, differential, exhaust and the legalities of the modification. Specifically research showed vital upgrades in the car would be needed including performance engine components and installation of a gas system to enable an easier setup to tune.
Thorough research showed it was evident that when rebuilding the engine a lower compression ratio was most important to suit a turbo charger and custom exhaust with high flow mufflers. A number of sources also suggested a specific LPG gas system for a turbo setup which consisted of, boost referenced components and a 4 valve tank.
Through these upgrades it is evident that a 300rwkw Crossflow engine can be reliably achieved with most of the upgrades performed independently and balancing the engine, custom exhaust, custom conrods and pistons, custom cam performed by specialists.
A number of vital key findings were in subtopics of differential, transmission, Ignition and ECU (Engine control Unit), legalities and exhaust were located, however due to word limit constraints these factors could not be discussed.
WORD COUNT: 1502
Reference List:
Primary Source
Email:
Turbo Crossflow engine upgrades
Books:
Max Ellery’s-Falcon/Fairlane XD XE XF Vehicle Repair Manual published by M.R. Ellery Publishing Co. R.S.D. Axedale, Victoria (1995)
Secondary Source
http://www.infrastructure.gov.au/roads/motor/design/index.aspx
http://kreraceengines.com.au/services
http://www.pitstop.net.au/view/85/gregorys-manuals-information
http://www.ehow.com/how_6453472_check-cracks-engine-block.html
http://www.sohchonda.com/forums/topic/3775-hit-the-deck-explaination-of-deck-height-and-benefits/
http://www.wabrasives.com/index.php?pg=rubrique&rub_id=82〈=eng
http://fcp-engineering.com/29-custom-size-h-beam-connecting-rods
http://www.jepistons.com/PDFs/OrderInfo/custompistons-orderform.pdfs
http://www.custombalancing.com/enginebalancing.html
http://www.gasresearch.com.au/epg.html
http://ecomodder.com/forum/showthread.php/help-needed-propane-experts-custom-v8-propane-turbo-11194.html
http://www.factorypro.com/dyno/4gasEGAvso2sensor.html
Blogs Entries
User: MarkZE [ONLINE FORUM-xFalcon.com/Newbie Info to Turboing a Crossflow] (2009)
[uSER] Morgz [ONLINE FORUM-http://calaisturbo.com.au/archive/index.php/t-94486.html] (2006)
[uSER] vltrb-0 [ONLINE FORUM-http://calaisturbo.com.au/archive/index.php/t-97351.html] (2009)
User: Wes [ONLINE FORUM-xFalcon.com/Project Sleeper – TURBO XE DAILY 10 Second Car (2009)
User: BGDAV [ONLINE FORUM-xFalcon.com/Newbie Info to Turboing a Crossflow] (2009)
[1] User: BGDAV [ONLINE FORUM-xFalcon.com/Newbie Info to Turboing a Crossflow] (2009)
[2] http://www.infrastructure.gov.au/roads/motor/design/index.aspx
[3] Turbo Crossflow engine upgrades
[4] User: MarkZE [ONLINE FORUM-xFalcon.com/Newbie Info to Turboing a Crossflow] (2009
[5] http://kreraceengines.com.au/services
[6] http://www.pitstop.net.au/view/85/gregorys-manuals-information
[7] http://www.ehow.com/how_6453472_check-cracks-engine-block.html
[8] http://www.sohchonda.com/forums/topic/3775-hit-the-deck-explaination-of-deck-height-and-benefits/
[9] User: Wes [ONLINE FORUM-xFalcon.com/Project Sleeper – TURBO XE DAILY 10 Second Car] (2009)
[10] http://www.wabrasives.com/index.php?pg=rubrique&rub_id=82〈=eng
[11] http://fcp-engineering.com/29-custom-size-h-beam-connecting-rods
[12] http://www.jepistons.com/PDFs/OrderInfo/custompistons-orderform.pdfs
[13] http://www.custombalancing.com/enginebalancing.html
[14] Max Ellery’s-Falcon/Fairlane XD XE XF Vehicle Repair Manual published by M.R. Ellery Publishing Co. R.S.D. Axedale, Victoria (1995)
[15] http://www.gasresearch.com.au/epg.html
[16] http://ecomodder.com/forum/showthread.php/help-needed-propane-experts-custom-v8-propane-turbo-11194.html
[17] [uSER] Morgz [ONLINE FORUM-http://calaisturbo.com.au/archive/index.php/t-94486.html] (2006)
mcfly94 reacted to XES in Phenolic manifold heat shield setup? EFI Rocker Cover Q's
mcfly94 got a reaction from slydog in Clevo open chamber heads...
mcfly94 got a reaction from Crazy2287 in Preparing a 250 crossflow for 300RWKW turbo application.