Just swapped the R32 bush bearing turbo with the steel wheel upgrade to the slightly larger R34 ball bearing turbo. I'll fire it up later today with everything else the same to see what difference it makes.

It probably will make very little difference to power with the other current restrictions, but will be interesting to see where it comes on. I'm hoping its about the same or even a touch earlier, but probably not.

I'd love to try it some day, but too much work for an experiment on a stock A12 for me!

I can't picture what you are describing D. Any improvement in manifold flow will improve HP, if that is where the next restriction is. It might be the valves or ports that are the next bottle neck. The next obvious thing to do would be to put 4 injectors in it, pointing into the warm ports so that an intercooler can be run when using E85. If I was to do that, I would probably build a new manifold from scratch.

I could also try the large injector in the manifold with unleaded. The smaller one was maxed out at 93kw with the intercooler.

Just for interest, each 90deg bend causes about a 5% reduction in flow. That's a general rule for ductwork. This would hold true for the manifold if everything else was oversized and the manifold was the only restriction.

You are right, it is a good improvement. I think I'm just used to my race A12, where 6psi makes about 60kw difference! The percentage improvement would be similar though.

Today during testing the relevant weather conditions were: 96.7Kpa, 34Degc and 35% humidity. Its about 440mts above sea level here from memory.
I hadn't applied the correction to todays figures either. So it was actually making 110Kw. I must get onto configuring the dyno software so it does it automatically!

Yeah, and with more pressure comes more heat, so a 20% increase in manifold absolute pressure doesn't automatically give a 20% increase in power. Density is lost with the heat.

Although not thread related, I'm tempted to build a nicer inlet manifold and fit a decent cam and springs. I'm thinking it could make 150Kw on the A12 head.

Good stuff Bob, I'll get to one of those one day, they look like fun!

I found it interesting that it made 80Kw on unleaded at 12 Psi and only went up another 23Kw with 6 Psi more(18Psi) using E85. I think this is the restrictions through the standard manifold and head really starting to choke it.

It was only ever built to make 60-80Kw so the standard gearbox would hold up for a while. Even at these levels the clutch kit would have to be upgraded.

With the 2200cc injector in the manifold it just didn't seem to have the time to vapourize the E85 properly. It's a bit hard to describe the problem, sort of fluffy and starts to drop cylinders under load. The power just isn't there. This included testing with and without the intercooler.

I then went back to having no intercooler and placing the injector in front of the compressor. I spent a bit of time playing with a manual boost controller and ignition timing.

The best it made was 174Nm and 103.4Kw at 18Psi.

Just gave it another run with the large injector pre the turbo compressor.

E85, 17.5Psi 93Kw 165Nm.

Ill try the injector back in the manifold and intercool it.

Might get 100Kw out of a standard A12 long motor yet!??

It'll take me an hour or so to set it up again, but ill report back soon.

It probably depends on which ECU I use. If I use the elCheapo, I'll probably use dual port wg actuators, with one side referenced to MAP and the the other to EMAP. If I use the good ECU I'll probably use servo motors. Regarding boost control, I'm tempted to vent on the cold side(if turbo speeds can be kept in check. I don't really want to have to run two wg's as well!

I've done some basic calcs DD, with two, they will probably come on at about 3800 to 4000 rpm on the A12. They are off 3 ltr diesels. I'm tempted to test one on the engine that's on the test stand to learn more about what 2 will be like. It's a lot of work to set up both properly to find out it was a waste of time.