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Blow through 366T Big Block ?
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JavaJeep-INDONESIA
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Joined: 27 Mar 2006
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Location: Jakarta , Java , Indonesia
2665.12 points


1944 Willys Coupe

PostPosted: Sun Jul 31, 2011 7:02 pm    Post subject: Weight Reply with quote

I put the turbo on the weigh scales today , it weighs 25 lbs !
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Tony Gurney
Java, Indonesia

1944/46 MB/CJ2a FrankenJeep F-134 waterproofed HS6 SU carb MSD5 ignition, T90 + Warn overdrive, D18, D25 Lock Right , D44 Detroit Locker , 32"x15" Simex Extreme Trekkers , Warn 8274, full jungle fit out

Now getting a 350 Chev and a unique suspension set up using Boeing 727 undercarriage components
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JavaJeep-INDONESIA
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Joined: 27 Mar 2006
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1944 Willys Coupe

PostPosted: Sun Jul 31, 2011 7:09 pm    Post subject: Reply with quote

Quote:
These engine models are equipped with AiResearch turbosupercharger Models T-1106, T-1112 or TE-0659, as indicated on
pages 1 and 2 of this data sheet


From the FAA type certificate data sheet , does T-1106 or T-1112 look familiar on other applications Clay ?

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Tony Gurney
Java, Indonesia

1944/46 MB/CJ2a FrankenJeep F-134 waterproofed HS6 SU carb MSD5 ignition, T90 + Warn overdrive, D18, D25 Lock Right , D44 Detroit Locker , 32"x15" Simex Extreme Trekkers , Warn 8274, full jungle fit out

Now getting a 350 Chev and a unique suspension set up using Boeing 727 undercarriage components
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JavaJeep-INDONESIA
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Joined: 27 Mar 2006
Posts: 69
Location: Jakarta , Java , Indonesia
2665.12 points


1944 Willys Coupe

PostPosted: Sun Jul 31, 2011 7:40 pm    Post subject: Reply with quote

More data on the turbo

In it's original installation it provided the following performance figures in inches Hg , very slight boost at sea level and then turbo normalizing performance up to 14,000 feet

270hp @ 3200rpm 32.8 inches HG @ S.L.

270hp @ 3200rpm 35.1 inches HG @ 14,000 ft

(443 ft lb of torque by the way)

Assuming a 4% decrease in density per 1,000 ft in ISO conditions and sea level pressure of 29.96" Hg the pressure at 14,000 ft should be approx 13" Hg which means this turbo is putting out something like 10.9 psi

What is scary is that the engine spec sheet shows a 240 deg F rise in air temp at max output , that's pretty hot but the original system has no intercooler

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Tony Gurney
Java, Indonesia

1944/46 MB/CJ2a FrankenJeep F-134 waterproofed HS6 SU carb MSD5 ignition, T90 + Warn overdrive, D18, D25 Lock Right , D44 Detroit Locker , 32"x15" Simex Extreme Trekkers , Warn 8274, full jungle fit out

Now getting a 350 Chev and a unique suspension set up using Boeing 727 undercarriage components
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JavaJeep-INDONESIA
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Joined: 27 Mar 2006
Posts: 69
Location: Jakarta , Java , Indonesia
2665.12 points


1944 Willys Coupe

PostPosted: Sun Jul 31, 2011 7:47 pm    Post subject: Reply with quote

http://www.youtube.com/watch?v=2etelPx_rU0

A different brand of turbo ( Turbokinetics T-88 ) but my turbo looks almost identical size wise to this one being used on a BBC (twin turbo in this case)

I L O V E the sound ...

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Tony Gurney
Java, Indonesia

1944/46 MB/CJ2a FrankenJeep F-134 waterproofed HS6 SU carb MSD5 ignition, T90 + Warn overdrive, D18, D25 Lock Right , D44 Detroit Locker , 32"x15" Simex Extreme Trekkers , Warn 8274, full jungle fit out

Now getting a 350 Chev and a unique suspension set up using Boeing 727 undercarriage components
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clay
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1972 Chevrolet Nova

PostPosted: Sun Jul 31, 2011 9:49 pm    Post subject: Reply with quote

Well come on - who wouldn't like that Shocked . So it looks like they used the turbo to basically maintain atmospheric pressure at sea level even though they were at altitude. Hadn't thought of that. On the temperature rise - I have measured 250* output on the Procharger which is scary. I haven't put the air temp sensors back on the turbo setup, but if you figure it would probably be almost freezing or below at 14,000 feet, then seeing 240* - 250* isn't out of the question at all. I run 58mm twins and unfortunately they barely make a sound at all when they spool. All you really hear is the blow off valve. Clay
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Big Dave
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PostPosted: Sun Jul 31, 2011 11:04 pm    Post subject: Reply with quote

At 14,000 feet ambient air temp is around 20 degrees Fahrenheit on a balmy 70 degree day; so you would not really need an intercooler as your gas would be condensing out at that temperature (especially when you figure in the heat of vaporization for gasoline).

The temperature drops with height (called the lapse rate) at a rate of approximately 3.57 degrees Fahrenheit for every increase of a 1000 feet in elevation. This is why WWII European bomber crews all wore fleece lined leather bomber jackets because only the B-29 was pressurized and even it wasn't heated. This is because the air is only heated by the ground it sits on (sunlight passes right through it without heating it up because to infrared rays air is transparent).

Big Dave
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JavaJeep-INDONESIA
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1944 Willys Coupe

PostPosted: Tue Aug 02, 2011 1:58 am    Post subject: Reply with quote

What's the limit on intake air temperature ?

The weather in Jakarta is hot and humid , 80 to 100 deg F and 50% to 90% humidity . With a 240 deg temp rise from the compressor I think I'm going to be at or above that limit without an intercooler

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Tony Gurney
Java, Indonesia

1944/46 MB/CJ2a FrankenJeep F-134 waterproofed HS6 SU carb MSD5 ignition, T90 + Warn overdrive, D18, D25 Lock Right , D44 Detroit Locker , 32"x15" Simex Extreme Trekkers , Warn 8274, full jungle fit out

Now getting a 350 Chev and a unique suspension set up using Boeing 727 undercarriage components
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87IrocTim
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Joined: 10 Jan 2006
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PostPosted: Tue Aug 16, 2011 8:11 pm    Post subject: Reply with quote

just a quick comment taht can maybe settle some worries. i am currently using a 6-71 blower at 9psi on my 427t. nothing gets too hot, and besides the wanting to jump out of the hole as soon as you tip-toe the throttle, its quite managable too. the 366t is uses the same built internals and uses 2 compression rings on the pistons, so holding boost certainly wont be an issue. it its not seeing any high rpm's, then i dont see any issues arising.

as for the intake temps, after long drives and some abuse, ive seen the blower case itself run over 300 degrees F, and still no preignition or detonation to speak of. hope this helps.
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Big Dave
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PostPosted: Tue Aug 16, 2011 11:52 pm    Post subject: Reply with quote

The heating of the incoming charge is the reason guys run a 14-71 blower on the street. The longer blower turning at a slower speed doesn't preheat the air as much as the same volume of air pushed through a 6-71.

You would have to sandwich a small radiator (or a heater core) under the blower and pump water through it to an external radiator so as to cool the charge on your own. I don't know of an off the shelf intake manifold for your 6-71 that has a built in air to water heat exchanger built in.

I have seen four inch spacers that would accommodate a heater core with some work with a hack saw and drill press and you could hog one out of a four inch thick billet block of aluminum with a band saw and a drill press (just use the gasket as a template. And you could add a couple of pop off valves as well to compensate for the increased plenum volume which makes for a bigger explossion should it back fire).

Big Dave
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