"the something left out" that Jackson's extra idler pulley mod replaces ?
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"the something left out" that Jackson's extra idler pulley mod replaces ?
Agreed - VVT is less of a "contraption".
BUT...
I must add the timing belt is nearly a 1/4" wider than the standard T-III belt - The way they ALL should have been.
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Although increased belt wrap can be an improvement, there are many other things to consider which is an entirely different discussion.
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That came with a "world" of disappointment too.
The world engine might not be the most powerful or fuel efficient, but it's nearly bulletproof in my experience. Sorry for going off topic.
No problem.
Although, the Caliber was to be rated at 300Hp - it didn't occur because they blamed it on the drive-line.. half shafts and so forth.
Truth be told, I inspected more broken cranks, spun rod bearings and holes in engine blocks on that engine than I did by combining all the powertrains I've supported.
In many engineering eyes, bullet proof shouldn't come with windows in blocks and bearings that are too small for the application.
It was planned to be far better but cost reduced to something marginal.
Keep the info coming, Ken. This thread is awesome!
Ken have you seen member RGL10 's VVT "contraption" on his 2.5 Omni??
Its pretty cool, actually his entire Omni is full of cool stuff.
Thanks
Randy
I got your back Randy!
Here it is Ken:
http://www.turbo-mopar.com/forums/sh...ad.php?t=73671
85 GLH Turbo experimental testbed build
https://i.wheelsage.org/pictures/d/d...r_sedan_1.jpeg
Looks exactly like mine did with sunroof, crabs and no ground effects or rear wing (except mine was white/blue instead of black/silver). :lol:
Getting caught up on posts... I need to clarify a few things here.
The Ultimate Daytona made 300HP and 300Ft Lbs of torque with mild boost.
Although, the boost schedule was written such that the engine would maintain a much flatter torque, along with the assistance of the cam phaser.
The boost was set to 16psi at lower RPM and ramped to 19psi.
This is done because as engine RPM increased, the combustion chamber trapping efficiency declines - there's less time to fill the cylinder.
With this approach along with the use of the cam phasers, a constant level of combustion chamber pressure can be targeted and obtained.
There's many dyno curves out there where poor boost control that over-shoot the calibrated target and then attempt to recover while hunting above and below target boost.
This is nearly opposite of what could be done and although it produces a great over-target peak number, area under the curve is lost.
It's also how a vehicle with lower stable boost control with a mild boost ramp towards higher RPM can beat vehicles with much higher boost - again, area under the curve.
Now on to the measurable deficiencies with the Ultimate Daytona.
The exhaust was a production exhaust with the huge limiting factor being the turbo elbow, which was a 2.5" pipe cut on a 45 degree angle to make a 90 degree bend.
Additionally, the turbo was wrong for the application and simply used because it was larger.
To make matters worse, the Ultimate Daytona used two T-III intercoolers in series which had the pressure drop across them summed rather than divided, by running them in parallel.
With all this said, we can fast forward to whats being built today.
The exhaust is vastly improved, the block is decked to gain whatever squish can be obtained from the narrow chamber squish bands.
Finally the turbo, intercooler and intake designed for the application is superior to what was used in 1992.
I always target equal or improved power levels at the lowest possible boost.
This approach supports lower inlet charge temps, higher compressor efficiency with an intercooler that packages in the production position.
When all the pieces get along and compliment each other - very "cool" things happen.
I hope this helps.
Yeah well in '92 I was also running two intercoolers in series on the red 87 GLHS, first into the Factory cooler then plumbed into a Mitsu Starion IC then to the TB. Temps were low but pressure loss musta been crazy high! Little did we know back then:o...