| Author |
Message |
Herbert Edward Gault (Irfgt)
| | Posted on Saturday, November 03, 2001 - 4:40 am: | |
Electromotive has a web site that explains their products. Seems to be good stuff so far. |
'75 308 GT4 (Peter)
| | Posted on Friday, November 02, 2001 - 11:58 pm: | |
I'm familliar with the SDS system, a friend has it on his Dodge Colt Turbo race car.
Last time I looked, the FI and ignition (distributorless) systems were developed for 4 and 6 cylinder ignitions. The eight cylinder kit was FI only and retained the stock ignition, something I feel wouldn't be up to the task. Electromotive is the way to go (although I like to support local Canadian businesses J ), although I can't say.... Please speak up Herbert, Paul and Nick! |
ctk (Ctk)
| | Posted on Friday, November 02, 2001 - 6:54 am: | |
Edward,
The Koenig conversion is very comprehensive. The car was built in 1987 and has an air/water intercooler, boost controller, wastegate etc. The suspension, gearbox, brakes, bodywork were all reworked by koenig. The engine from the single turbo was producing 380BHP DIN with torque at 400nm.
The ignition is stock Marelli but with the vacuum tube removed.
The technology is now old and I am contemplating upgrades in the turbo,ignition and fuel enrichment areas. I have just ordered a suspension system from Nick and hopes it lives up to it's promise.
If any of you have experiences in conversions of turbos, ignitions and additional fuel enrichment, I would love to hear from you.
Ignition
I am thinking of Nick's Electromotive set-up or the Canadian SDS, Australian Autronics or Haltech. I need a reliable, dependable system that does not need hours of setting up (because of lack of experience and time)of the new maps.
Fuel Enrichment
Either I stick with the CIS K-Jet and try something with fuel enrichment (modern electronic control) or move to Electromotive or Autronic or K-Star. I aready have fuel pressure regulation but there are 'holes'.
Turbo
I have an ALBERT which I believe is very much like a Garret. I want a faster spooling unit for city driving. KKK, Aerodyne, IHI? Any help?
I live in Singapore and the aftermarket tuning market is not to well developed (especially for Ferraris) and it's by trial and error most times.
Look forward to all posts. Thanks |
Edward Salla (350hpmondial)
| | Posted on Thursday, November 01, 2001 - 6:52 am: | |
magoo,
No actually, spark plugs are easy to access with the standard 6" & 3" extensions. Turbo and plumbing on. (Mondial cabs have that hatch behind the rear seats too, thank God.)
Price, not a problem. (if you buy it second hand, with a leaky distributor seal & running on 6 cylinders.) I like to work on things and I bought the car with the intentions of doing a motor out, but the thing runs like a champ. The timing belts were done too, only 10,000 mi ago!
Note; NORWOOD charged $20,000 for the conversion 10 years ago.
20 mpg Highway fast uphills, about 14 around town. |
magoo (Magoo)
| | Posted on Wednesday, October 31, 2001 - 11:37 pm: | |
Ed, I guess there's a little more work to changing the spark plugs on that baby, Right? Also is 20 mpg your avg. mileage or highway or city driving? I have heard the ceramic ball bearings are definetly superior to the steel ones. What does this conversion cost? |
Edward Salla (350hpmondial)
| | Posted on Wednesday, October 31, 2001 - 1:59 pm: | |
Ctk,
Nice to chat. My car has a "Turbotronics" turbo. Click on my name above to see a pic of the engine bay. NORWOOD chose this unit because it has a set of ceramic ball bearings. The three liter QV cars and turbos get along because of their relatively low factory compression and their exotic valve guides.
The car is port injected with BOSCH injectors, a simple "General Motors" feedback set up and a HalTech engine management system.
The boost is controlled @ 1/2 BAR with an external waste gate (on exhaust) and a secondary dump valve on the intake just in case. The engine system was mapped and the engine dynoed at the same time to a conservative 350 HP at the rear wheels.
I currently get 20 MPG and I stomp on it all the time. I have an exhaust temperature gage and I keep it below 1200 deg at all times. (it normally sits at 1000 deg) At, 1700 deg the turbo will glow red, and your oil (synthetic of course) will start to break down.
Questions? You can tell I just hate to talk about Ferrari's |
BretM (Bretm)
| | Posted on Tuesday, October 30, 2001 - 2:51 pm: | |
Ed has a turboed Mondial done by Norwood, he would know quite a bit about this topic. |
Bernard Rowe (Gtsturbo)
| | Posted on Tuesday, October 30, 2001 - 8:31 am: | |
The Tubi was from their standard range of fitments, it bolted straight up. I haven�t seen any of Nicks dampers, we�ve been producing Ferrari kits for about 5 years mostly for people who want to track day the car.
Getting a good compromise between the city/high speed/track is always difficult as the requirements of each are very specific & it�s difficult to achieve a satisfactory compromise.
In particular track use requires good low speed damping, the surfaces are generally smooth and you are looking to achieve good pitch & roll control from the damper. This means that the low speed damping tends to be quite stiff.
However on the street stiff low speed means that as the car runs over ruts or holes, the damper is restricted from making large displacements quickly & rather than �absorbing the shock� it transfers the load to the chassis, hence big bangs & crashes. |
ctk (Ctk)
| | Posted on Tuesday, October 30, 2001 - 8:06 am: | |
Hey Bernard,
Did you have much difficulty in adapting the Tubi to the turbo? Did Tubi do the modifications or did you do them yourself?
From a previous post, I saw you put a jpeg of a F40 shock absorber set, it was really neat! Do you know anything about the suspension kit that Nick sells? I am looking for better control and ride as I drive my car in the city and have 'pothole'problems.
ctk |
Bernard Rowe (Gtsturbo)
| | Posted on Tuesday, October 30, 2001 - 7:26 am: | |
I�ve got a GTS Turbo, which is the factory turbo car built to overcome the Italian tax on cars over 2000cc.
It uses an IHI unit feeding through an air to air intercooler on top of the �V�. Check out the �Showroom� for pictures.
The architecture of the motor is very similar to the 308 eight valve, so it would, I imagine be straight forward to fit this entire system onto the 3 litre cars. However finding a complete set of factory parts may be difficult!
The car has a little turbo lag but its not bad, boost is set quite low at 1.1 bar. The car had a factory exhaust system when I bought it and was very quiet. I�ve since fitted a Tubi, which frees things up a little.
The body is modified a little over the standard 328, there are 2 NACA ducts on the lower panels behind the doors to feed air over the intercooler, there are also a series of �slots� on the rear valance to help extract hot air from the back of the engine compartment. However the car never runs hot, 90 degrees is the max even in traffic. |
ctk (Ctk)
| | Posted on Tuesday, October 30, 2001 - 3:13 am: | |
Do any of you out there own turbocharged 308s? I am wondering if the Aerodyne or Garret turbos are suitable?
I have a Koenig Turbo which has an ALBERT unit which works great but is a slow-spool type and I have been asking around. Suggestions are Aerodyne, Garret T04S SPL, or IHI.
Any help appreciated! |
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