Yes that's the idea.
There might even be a "bung" in the manifold already so worth a careful look - you win some !
If it is fitted with an EGT gauge ( thermocouple ) then you could use that for experimenting - best
location would be in the manifold/turbo flange
Exactly what pressure is acceptable is VERY difficult to answer - so your looking for a trend and feel.
Decrease in back pressure is good even if there's no change in feel - but with the significant fold over
on the exhaust wheel trailing edges ( especially when compared with the suzisport unit ) it would seem to have merit.
If it works out you could always have the stock wheel axially ground ( take some of the "fold" off )
assuming of course there aren't irreplaceable. Still that's getting a bit on the serious side but once
again been done before.
Turbos for the 660
Moderator: Committee
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mightymouse
- Posts: 752
- Joined: Mon 13 Aug, 2007 9:19 am
- Location: Beginning to wish I didn't have to get under the Feroza.....
Re: Turbos for the 660
Thanks Ross. I had thought about going down the supercharging path early in the piece but as it would be completely unknown territory I figured it may be easier to piggyback off what others had already tried with these engines. I had thought that the AMR500 of a 1.0 Nissan March may have beena suitable candidate.
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mightymouse
- Posts: 752
- Joined: Mon 13 Aug, 2007 9:19 am
- Location: Beginning to wish I didn't have to get under the Feroza.....
Re: Turbos for the 660
Boost is boost cj! - no matter if its positive displacement or centrifugal.
The only real difference is mounting, exhaust and pressure control - you face largely the same challenges either way.
Whilst the installation work seems to be the biggest part for any forced aspiration setup - in the longer term making it all work properly ends up creating much more frustration, time and expense. Serious turbo work tends to cost more than pulley changes assuming the blower is overcapacity in the first place ( which for a 660 wouldn't be hard). Bigger is better with blowers in general terms
IMO supercharging for a 4WD has advantages over a turbo but using stuff that exists is cool as long as at the actual end of the project you haven't completely redone everything.
And before you point out the "inconsistency" between my words and actions
- we are designing around quite different base assumptions both on and off road.
I'm looking at making significantly more power off boost than the HD-EG Feroza does ( in usable tune ). The turbo's just icing on the cake - not an absolute necessity but fun to have as required. I'm planning to run as little boost as possible - make it easy to drive and no more ( dead is very permanent ).
The only real difference is mounting, exhaust and pressure control - you face largely the same challenges either way.
Whilst the installation work seems to be the biggest part for any forced aspiration setup - in the longer term making it all work properly ends up creating much more frustration, time and expense. Serious turbo work tends to cost more than pulley changes assuming the blower is overcapacity in the first place ( which for a 660 wouldn't be hard). Bigger is better with blowers in general terms
IMO supercharging for a 4WD has advantages over a turbo but using stuff that exists is cool as long as at the actual end of the project you haven't completely redone everything.
And before you point out the "inconsistency" between my words and actions
- we are designing around quite different base assumptions both on and off road. I'm looking at making significantly more power off boost than the HD-EG Feroza does ( in usable tune ). The turbo's just icing on the cake - not an absolute necessity but fun to have as required. I'm planning to run as little boost as possible - make it easy to drive and no more ( dead is very permanent ).