Im looking to change my Plenum when I go to a BW EFR turbo to make the most out of it, now a Hart/AS inlet is not going to fit on my car so what's the best Swedish plenum to use or are there any other options.


The billet Adembo Swedish looks a nice bit of kit anyone using one?

 

Are Swedish and hart ones not a similar size then

 

Its the position of the TB that's my problem the Hart/AS is low and forward would be to tight of a turn to get up to my intercooler.

 

I be carful as all other inlets don't give level air flow especially on trumpet no.1 and can cause very lean there be warned!!where as the a/s breaks air level

 

Why wont the hart fit.

Mark

 

Why not get the intercooler modifided.

Mark

 

It looks like the TB will end up against the space frame tube, then to get up and over the rad pipe and into the intercooler would require a very tight radius in the boost pipe.

 

Ok a fair bit of work then, The billet one is prob the best bet if you dont want to do lots of work.

Mark

 

I know the anembo ones , it's solid billet and , Grieg spend a lot of time getting this right , so the air is all equal to all ports on the firing order ,as this is the key , sold a lot abroad,hope this help

 

Didn't realise those divided the air equally always thought they were just hollow inside as the Swedish ones were in the pics they look hollow to me?

 

My thinking on going for the Swedish is it will give a nice straight flow from the intercooler to the TB,


The Hart type may be do able but would need a very tight S bend do you think this would cause issues with air flow, would almost need to be a 90 deg bend straight of the TB.

 

I dont see a problem with the tight bends to TB other than it is more likely to blow a pipe off there due to the bends.

Mark

 

What power are you going for when changing to the BW turbo.

Mark

 

Would like to be around 460-480hp with similar torque currently at 390/400 with a 34 .48, i like the way it go's with a big kick of torque low down but it just lacks a bit of power up the top of the rev range.


I think any more will just over power the car.

 

As long as you have a 4wd plenum cover I would stick with that and use a 7064 EFR.

Mark

 

Yer its a 4x4 cover, would certainly save a lot of hassle changing it thanks for the input,


Just out of interest would 72lbs Siemens injectors work at that level as im sticking with a L8.

 

At 500hp they will be flat out so what you want they will work.

Mark

 

There isn`t a lot of choice out there for us peeps with space constraints. I have a 2wd plenum as the 4wd will not fit, tried a escos small turbo plenum as well but no joy. My issue is the throttle body actuator fouling a chassis rail as well. That 2wd plenum and the 4x4 exh manifold kept me at or around 400bhp.


Depending on budget and if you may upgrade in the future the large Jenvey
plenum works really well and has multiple options on inlet/throttle body. Looking at your pic, depending on bonnet clearance I would have the inlet to plenum top right as you are looking directly at inlet side of engine. would make for an easy run to intercooler.


Your spec looks similar to mine.

 

Mark,

I've looked at several pictures of people running tapered/ different plenum covers that put the throttle body at the front and leaving very little room for a dump valve... In fact I don't see one at all on installs in smaller bayed older fords .. ??

 

Surely with the bw turbo you don't need a dump valve, mine is internally gated and I don't have one...my car is a 205 pug 4x4 with bw on twin scroll manifold that Mark fitted. Mine made 469bhp, the intercooler was letting it down...that and the fact that it is a totally standard engine. I have since put a hart on it too but not mapped to that yet.

 

They are built into the compressor housing.

 

Can't he go for that then?

 

Thank you..



I know they are.. You did not read my post correctly...
I'm talking in general.. None bw with or without ported shroud comp housing..
I build my own pintos and YBG engine for a car that is 45 years old!

Evolution of 20 years... Drag and sprinting.. I have spoke directly to rod in the past about different matters.

My car is home build, however with David bignel input at gartrac.. RIP in December..

 

Any. Opinions on this guys

 

Not sure on what info you want but on many of the smaller turbo cars we do not run a dump valve.

Mark

 

Any one seen this new plenum yet looks interesting,


http://www.ebay.co.uk/itm/BILLET-For...EAAOSwGotWoidV

 

I seen it on eBay it looks well smart

 

I would like to see some flow data for all these plenums, I have seen/been involved in some rough mock ups in CFD and they are shocking, the whole taper effect worries me, until you see the flow of air through one you will 'think' they will work.

 

I'm thinking GTX30 comp60 with ported 4 inch shroud/.82 turbine internal gate

Would it not damage the turbo on shutting the throttle though?

 

Its a poor performing turbo and I would run a valve on it.

Mark

 

Because it's not a bw...

 

No because the comp wheel is crap, If you must have a Garret go for the pre GT3076 or a GT30 HTA version these are much better than the new billet comp wheel garret cocked up on.

Mark

 

So the old comp wheels "none" new/ billet is better, how come?

 

My guess is was just a knee jerk reaction to the billet comp wheel buzz word and they cocked up, The problem is the exhaust wheel flow is now to low for the comp wheel flow and it has a narrow surge band.

Mark

 

Can you put that into more simples terms please mark!!

Cheers.

 

I thought I had,
There is a mismatch in flow between the comp wheel and exhaust wheel that cause surge on the version you asked about,
The same goes for the GTX3071 where the GTX35 is accuatly quite a good turbo.

Mark

 

surge region, located on the left-hand side of a compressor map (known as the surge line), is an area of flow instability typically caused by compressor inducer stall.
The turbo should be sized so that the engine does not operate in the surge range When looking at a compressor map, Compressor surge is when the air pressure after the compressor is actually higher than what the compressor itself can physically maintain.
This condition causes the airflow in the compressor wheel to back up, build pressure, and sometimes stall. Common conditions that result in surge are--

The compressor bypass valve is not integrated into the intake plumbing between the compressor outlet and throttle body

The outlet plumbing for the bypass valve is too small or restrictive or a turbo is too big for the application

 

In short , the better the air flow dynamic of the engine as a hole, but in particular the induction side of things the better. Up to a point.

 

I've heard some bad reports about Swedish inlets having bad air flow causing uneven air fuel ratios for each cylinder.

I've been looking at other makes of cars that run similar inlets for example evos, they run inlets with the throttle on the side witch looks like it would cause the same sort of issue of uneven afr to each cylinder yet some of the ones I've looked at are 800+bhp.

What's the difference with these manifolds that makes people be able to get good power without running lean on 1 cylinder to another?

 

I've been wondering about this as well. I even rang Anembo about their billet "swedish" plenum they have on their website but it doesn't actually exist. One prototype was made and that was it.

There actually isn't that many options. Karl Norris made his own but not sure if anyone else has it?

My car will just not fit Hart/AS or escos small turbo. My only option is Jenvey for a lot of money if I don't go Swedish.