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)
are you serious????? ive used a stock converter with this cam and had no issues?? i dont call 3.27 gears short at all??
no, i'm not a street machine fantasy person, im a tried and tested type of person.... i have used this cam and i know how it performs, thats why i'm reccomending it.
as for getting 450hp out of a clevo without porting the heads, cant say ive ever tried, surpassed the 400hp mark but not by much...
the flow numbers i have for 2vs (which is from my OWN testing) is a peak of 200cfm at .500" lift on the intake and exhaust 157cfm at .500" @28"
So tubs will be fitted last as there still alot of measuring to do and having them out makes it 1 million easier TBH.I will have alot of inboard room due to the tubs going up to the rails so I can have wheels with either dish or backspace.
Annulars are a completely different design to the standard and drop-leg boosters you find in the classic old Holleys that we're familiar with.
The standard booster is a mini-Venturi with a discharge hole that the fuel mixture more or less spills out of whe under load. It relies on the air rushing past it to atomise the fuel coming out, and is most effective at higher flow/rpm. At lower flow rates, atomisation is pretty poor so to compensate, bigger jets/more fuel is needed. Also, the booster requires air rushing past to draw fuel out through the jet, and at low flow, the booster signal is poor. Think of it like a spray gun. At maximum trigger, the paint flows nicely, but just crack it open slightly, and paint will barely dribble out. A standard booster is like this, with only one hole to draw fuel through.
An annular booster is sometimes called a "banjo" type. It has a hollow tube to connect it to the carb body just like a standard one, but instead of discharging though one hole, its Venturi is hollow and has tiny holes all the way around it on the bottom that discharge fuel evenly and finely, even from low rpm/flow.
The venturi comes in two pieces: the banjo and the insert. The insert is available with different numbers of holes from 8 to 16, depending on application. The increased discharge area creates a stronger vacuum signal that draws fuel harder from the jet and also comes in earlier. For this reason and for the fact that atomization is better, you need to drop a few jet sizes (I've heard of up to 5).
They come standard in some brand new Holleys like the 570 truck avenger. They make an oversized carby "feel" smaller in operation.
They were originally a Ford/Autolite booster design that came in their 4100 series carbs. It wasn't until Ford stopped making these carbies that Holley took over the design and used them in their own version of the Autolite. They were also available in the Dominator range of race carbies, which needed the benefit of low-speed booster signal, being so ridiculously big.
Nowdays, you can get aftermarket annular boosters to fit the classic Holleys that were never originally made with them, which is what I did. You either need to get the boosters installed by a specialised Holley shop or make up a swaging tool like I did.
Make sure you follow up on this Slydog, I'd love to see this setup. Would be a sight to behold.
On jetting, I'd reckon bigger than stock is needed as individual runners get a "pulsed" signal only 25% of the time (one stroke out of 4) so jetting may need to be bigger than expected. Also BG carbies have easily replaceable boosters, so you could experiment with different designs to get best performance. I highly recommend annulars as I fitted them to my 600. It feels like an EFI motor to drive.
Mcfly on the subject of annulars, you could get a 350 modified with annulars to give better torque and efficiency. Needs smaller jets too.
Why doe's everyone pick Holleys? Not like they don't work is it? Ford put Webber's on XE's & XF's and they suck massive ass as this thread suggests too.
Point of fact is them Webber's look awesome and your opinion on holley's is fine to have,no arguments about that at all but perhaps suggest a specific carb for him to purchase try and based on your experiences with that brand of carb would get your point across better.Simply because you don't like em not enough reason for the world to abandon holleys after all.
M18x1.5 if i remember correctly. The port that comes with the innovate kit is pretty long, dunno if your supposed to cut it down or what cos the tip of the probe wont even protrude out the end of it installed. I just used the one that was already in my extractors.
Spot on Ando...I had one that was 250 top 200 bottom (or whichever way it was) and re jetted via holley air bleed jets and it was good but it would not idle unless it was warm.Webber on my sedan does all the same things...POS.
My 5 cents worth. Look for a cheap 350/500 Holley, they are around. I scored one from a swap meet for $10. It is currently serving time (on loan) on a F100. Best ten bucks I ever spent. I've never had a Weber that idled properly after sitting. Yes they are a tremendous carby when they are working, but sadly they are Italian after all. Holley's are piece of piss to tune and are still selling well today because of that.
465 4 barrels are awesome as Clevo 120Y has highlighted but they are thin on the ground. Good luck
What ever you buy you want to be able to incorporate it into your up coming engine build. (still think AU 4 litre would be awesome) If you spend $600+ on a carby and manifold and cant use it on your new donk, well you don't need me to tell you "that was a waste of money"
With that in mind, id buy a second hand webber from a working car and chuck it on keep the change for the engine build/conversion
Slydog, thanks for the reply mate. My mechanical pump will do me fine then. I just got the new diff to get better gearing. It's a 3.27 lsd from an ed to replace my 2.77 lsd behind my t5.
Here is some interesting information guys: http://www.therangerstation.com/Magazine/winter2007/4_link_tech.htm
It's a big read though. But it talks about about the engineering considerations for setting up 4 link suspension which carries over to a lot of other things.
I figured out the arms i made apparently with that steel have a 1.4 load factor for that corner. rough calculations but it means i could jack that wheel off the ground from the center of the trailing arm. Which is the MINIMUM you want really. Impact will exert a lot more pressure. The steel i used was apparently a-53 with a 30000psi yield strength. Anyone planning to make their own should try and get that same size pipe but in 1020 DOM grade whatever the fek that is as it will give double the strength and can still be welded easily.
Prolly should have looked this up first. ROOKIEEEEEEEeeeEEEe.
The only thing i looked up was minimum required thread engagement for maximum strength. Steel aint steel. Every day is a school day.
Also going to have to get or make a tool to check and set the pinion angle now that i can... Gonna be a bitch? maby......
mcfly94 got a reaction from XTREME KARTS XF in Preparing a 250 crossflow for 300RWKW turbo application.
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mcfly94 got a reaction from revhead in Clevo open chamber heads...