Yeah I figured he probably did, just wanted to make sure noone blew the front end off their datto

dat141
Jmac forgot the T on the can as he follows saying you can run water inj instead.

Shortly, just for me to understand. Whats the difference between blow- and suck through systems?

Quote:

Um I wouldn't think an intercooler would be such a good idea, like having a bomb strapped to the front of the car. Plus i reckon the fuel would probably condense and fall out of the inlet charge, filling the intercooler with petrol. One backfire through the intake......

A couple of fellow member have done a 'suck-though' system, quite sucsessfully i might add, Topgear had a set-up that put out 96kw atw(roughly 130hp)-


And also there is Datsonovic from Tasmania Here is a write up that he posted ages ago, its a good read.

Suck through set-ups aren't as efficent ad a blow-thorugh but you can acheieve some really good performance gains and they are relitive easy to set up and maintain, compaired to a blow through set up.

If you need any help or any questions there is heaps of people to help you, just let us know how we can help.

Jmac, is it possible for you to do a drawing so it can make me understand it properly? it would be highley appreciated!

How much timing would u recommend running? do u retard the timing? i have heard of ppl locking the dizzy to stop the mechanical advace when the system hits boost, would u recommend this?

Any/all help will be appreciated! Thanks in advance!

Technically speaking, the engine doesn't know if the fuel comes from an injector or from a carby. I could go one step further and state that the way a car manipulates airspeed vs air desnity as it passes through the venturi, it actually 'injects' fuel at that point, using atmospheric pressure.

There's absolutely nothing wrong with drawthrough, and guys have gone exceptionally quickly with it. It's not as easily tunable, but well within a hobbyists grasp, and whilst you can run an intercooler, you can run water injection, and that's enough for you to make some very serious bhp.

You might have seen that a fair few drawthrough inlet manifolds are of the 'log' type - with (for this motor for example) 4 downward runners that curve inward to the ports in the head, and a 'log' across the top connecting them. As 'agricultural' as that sounds, it creates a necessary/desirable amt of turbulence and helps keep fuel suspended and satisfactorily distributed and mixed to produce good power and without danger of leaning out.

as far as designing it goes, keep the path from carby to turbo as short and straight (hopefully not uphill) as possible. from the turbo, out and up to the top of the manifold. It'll be impossible to avoid an uphill stretch there, just avoid unnecessary twists turns and uphill (or otherwise long) stretches. Use a log type inlet, with the log reaching further forward and back than the front and rear runners (don't just round off the ends in other words, and I'll do a drawing if it helps). Other than that, run a decent sized breather on the rocker cover, and run a generous sized return line to the sump. If you don't do those last two things, even a small amount of blowby will pressurise the crankcase and really interfere with the oil draining away from the turbo. if that happens, it can't let the new fresh oil in there (and it acts as coolant more than lubricant believe it or not) and the turbo can fail.

Other than that, run less total timing, as the more boost you need, the less timing you can safely (or beneficially) run. and it'd be a good option to look at some type of electronic ignition conversion, to provide hte strongest spark possible.

so it seems to work ok on a mates sigma, the suck through turbo setup. maybe with the ugliest manifold ive ever seen, but none the less it works.... has anyone tried runnin it on a 1200, or is there a better way without goin to efi.