E85, PT91.5 mm , 1000 + setup
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
E85, PT91.5 mm , 1000 + setup
sup guys ,
some of u know my car or atleast saw some threads about it . i picked up a Pt 91.5 mm turbo with a 1.00 A/R G trim .The motor this turbo is going on is a 434 sbc with a nice set of 18 degree heads that flow over 360 CFM , it's not gonna be an EFI setup , im gonna run a blow threw carb and E85 as fuel . the car has a 2 speed power glide and solid axle rearend . i wanna stay away from the Air to water intercooler and try to find a Air to Air setup that can take 1000+ HP
some of u know my car or atleast saw some threads about it . i picked up a Pt 91.5 mm turbo with a 1.00 A/R G trim .The motor this turbo is going on is a 434 sbc with a nice set of 18 degree heads that flow over 360 CFM , it's not gonna be an EFI setup , im gonna run a blow threw carb and E85 as fuel . the car has a 2 speed power glide and solid axle rearend . i wanna stay away from the Air to water intercooler and try to find a Air to Air setup that can take 1000+ HP
Melting Slicks
Joined: Mar 2008
Posts: 3,022
Likes: 3
From: Chandler Arizona
sup guys ,
some of u know my car or atleast saw some threads about it . i picked up a Pt 91.5 mm turbo with a 1.00 A/R G trim .The motor this turbo is going on is a 434 sbc with a nice set of 18 degree heads that flow over 360 CFM , it's not gonna be an EFI setup , im gonna run a blow threw carb and E85 as fuel . the car has a 2 speed power glide and solid axle rearend . i wanna stay away from the Air to water intercooler and try to find a Air to Air setup that can take 1000+ HP
some of u know my car or atleast saw some threads about it . i picked up a Pt 91.5 mm turbo with a 1.00 A/R G trim .The motor this turbo is going on is a 434 sbc with a nice set of 18 degree heads that flow over 360 CFM , it's not gonna be an EFI setup , im gonna run a blow threw carb and E85 as fuel . the car has a 2 speed power glide and solid axle rearend . i wanna stay away from the Air to water intercooler and try to find a Air to Air setup that can take 1000+ HP
Pro
Joined: Aug 2009
Posts: 725
Likes: 4
From: Plano, TX
That a really nice setup. No matter what intercooler you use you are going to lose alot of cfm. You might be better off with a methanol/water injection system and no intercooler. Looks like you have one hell of a fuel system.
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
Le Mans Master
Joined: Sep 2009
Posts: 6,937
Likes: 348
From: My interests are mobile
Yeah, EGT's on E85 are a solid 200 degrees cooler. I ran an E85 turbo'd car for three years but sold it last year. I street drove the car. Full load, full boost I saw 1250F max. Huge jump in torque and reduced spool time nearly 1000rpm. Tuning it was pretty straightforward, just a little pissy at light loads/lean conditions that gasoline generally tolerated. E85 definitely likes a little richer lambda for max power vs gasoline on boosted cars. Best part of E85 is no burnin eyes if your idling in a closed area, plus it deepened the tone of the car.
I built an Integra 2.0liter that made 890whp on 36psi with Borg Warner S372/divided t4 housing. I used a 4" thick 30" wide 12" tall intercooler air/air bar/plate with 3" piping...no problems...tuned on C16. Of course those chambers are pentroof and less detonation prone, but if an Integra can do it, your sh*t sure can.
May be some limited pressure drop, but if you match the proper core to the cfm support you need, charge density and IAT drops are a win in my book. Plus you make the system less complex, which means better reliability.
I built an Integra 2.0liter that made 890whp on 36psi with Borg Warner S372/divided t4 housing. I used a 4" thick 30" wide 12" tall intercooler air/air bar/plate with 3" piping...no problems...tuned on C16. Of course those chambers are pentroof and less detonation prone, but if an Integra can do it, your sh*t sure can.
May be some limited pressure drop, but if you match the proper core to the cfm support you need, charge density and IAT drops are a win in my book. Plus you make the system less complex, which means better reliability.
Last edited by RC000E; Mar 8, 2010 at 02:05 PM.
Corvette Stories
The Best of Corvette for Corvette Enthusiasts
150 hp to 1,250 hp: Every Corvette Generation Compared by the Specs That Matter
Joe Kucinski
8 Coolest Corvette Pace Cars (and Replicas) of All Time
Verdad Gallardo
Top 10 Corvette Engines RANKED by Peak Torque (70+ Years of Muscle!)
Joe Kucinski
Corvette ZR1X Will Be Pacing the Indy 500, And Could Probably Race, Too!
Verdad Gallardo
Top 10 Corvettes Coming to Mecum Indy 2026!
Brett Foote
Top 10 C9 Corvette MUST-HAVES to Fix These C8 Generation Flaws!
Michael S. Palmer
10 Revolutionary 'Corvette Firsts' Most People Don't Know
Joe Kucinski
5 Reasons to Upgrade to an LS6-Powered Corvette; 5 Reasons to Stay LT2
Michael S. Palmer
2027 Corvette vs The World: Every C8 vs Its Closest Competitor
Joe Kucinski
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
Yeah, EGT's on E85 are a solid 200 degrees cooler. I ran an E85 turbo'd car for three years but sold it last year. I street drove the car. Full load, full boost I saw 1250F max. Huge jump in torque and reduced spool time nearly 1000rpm. Tuning it was pretty straightforward, just a little pissy at light loads/lean conditions that gasoline generally tolerated. E85 definitely likes a little richer lambda for max power vs gasoline on boosted cars. Best part of E85 is no burnin eyes if your idling in a closed area, plus it deepened the tone of the car.
I built an Integra 2.0liter that made 890whp on 36psi with Borg Warner S372/divided t4 housing. I used a 4" thick 30" wide 12" tall intercooler air/air bar/plate with 3" piping...no problems...tuned on C16. Of course those chambers are pentroof and less detonation prone, but if an Integra can do it, your sh*t sure can.
May be some limited pressure drop, but if you match the proper core to the cfm support you need, charge density and IAT drops are a win in my book. Plus you make the system less complex, which means better reliability.
I built an Integra 2.0liter that made 890whp on 36psi with Borg Warner S372/divided t4 housing. I used a 4" thick 30" wide 12" tall intercooler air/air bar/plate with 3" piping...no problems...tuned on C16. Of course those chambers are pentroof and less detonation prone, but if an Integra can do it, your sh*t sure can.
May be some limited pressure drop, but if you match the proper core to the cfm support you need, charge density and IAT drops are a win in my book. Plus you make the system less complex, which means better reliability.
Le Mans Master
Joined: Sep 2009
Posts: 6,937
Likes: 348
From: My interests are mobile
Well, one difference to point out is I made that power on a horizontal core, your looking at a vertical flow core over a much smaller distance, so that in itself is a plus. That core your looking at is pretty big, and frontal area is adequate based on what I've built and seen built.
Really, it just comes down to designing the endtanks properly and ensuring adequate airflow across the core. I think you'll be fine with that. I'm not sure what your intentions are, but some type of V mount might be a good idea. You don't want hot intercooler air bleeding onto the rad and increasing engine temps.
Really, it just comes down to designing the endtanks properly and ensuring adequate airflow across the core. I think you'll be fine with that. I'm not sure what your intentions are, but some type of V mount might be a good idea. You don't want hot intercooler air bleeding onto the rad and increasing engine temps.
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
Well, one difference to point out is I made that power on a horizontal core, your looking at a vertical flow core over a much smaller distance, so that in itself is a plus. That core your looking at is pretty big, and frontal area is adequate based on what I've built and seen built.
Really, it just comes down to designing the endtanks properly and ensuring adequate airflow across the core. I think you'll be fine with that. I'm not sure what your intentions are, but some type of V mount might be a good idea. You don't want hot intercooler air bleeding onto the rad and increasing engine temps.
Really, it just comes down to designing the endtanks properly and ensuring adequate airflow across the core. I think you'll be fine with that. I'm not sure what your intentions are, but some type of V mount might be a good idea. You don't want hot intercooler air bleeding onto the rad and increasing engine temps.
Le Mans Master
Joined: Sep 2009
Posts: 6,937
Likes: 348
From: My interests are mobile
Yeah, I'd definitely not be about cast either....no way. Cast is the basis of a lot of the ching chong intercoolers on the market. I've used them before, but only on budget stuff. I'd never use it otherwise.
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
who can make a nice custom intercooler that can take my HP goals ..
Le Mans Master
Joined: Sep 2009
Posts: 6,937
Likes: 348
From: My interests are mobile
Well, if I were near you I'd be hangin out and building that bitch right on your car. Even though your a carb guy, I'd be able to get over it and forgive you...lol.
The real issue is just making it fit your needs and space requirements. Is the design you need pretty basic or do the tanks need to be pretty specifically fit to your application? You don't want simple endtanks if it leads to heavy turns, which lead to pumping losses...know what i mean. Guess it depends how difficult it'll be and how specific your instructions are. I know lots of capable guys.
The real issue is just making it fit your needs and space requirements. Is the design you need pretty basic or do the tanks need to be pretty specifically fit to your application? You don't want simple endtanks if it leads to heavy turns, which lead to pumping losses...know what i mean. Guess it depends how difficult it'll be and how specific your instructions are. I know lots of capable guys.
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
Well, if I were near you I'd be hangin out and building that bitch right on your car. Even though your a carb guy, I'd be able to get over it and forgive you...lol.
The real issue is just making it fit your needs and space requirements. Is the design you need pretty basic or do the tanks need to be pretty specifically fit to your application? You don't want simple endtanks if it leads to heavy turns, which lead to pumping losses...know what i mean. Guess it depends how difficult it'll be and how specific your instructions are. I know lots of capable guys.
The real issue is just making it fit your needs and space requirements. Is the design you need pretty basic or do the tanks need to be pretty specifically fit to your application? You don't want simple endtanks if it leads to heavy turns, which lead to pumping losses...know what i mean. Guess it depends how difficult it'll be and how specific your instructions are. I know lots of capable guys.
Safety Car
Joined: Apr 2001
Posts: 3,525
Likes: 2
From: Houston TX
www.extremeintercoolers.com
JR Perot is the owner and a very cool guy. He has built numerous high-end IC for my stuff (including one for a custom 3 lobe rotary in airplane). My last IC he built went well past 1000WHP and I was running just over 25 psi at the manifold.
Tell him Aaron (with the vettes) from TX sent you.
JR Perot is the owner and a very cool guy. He has built numerous high-end IC for my stuff (including one for a custom 3 lobe rotary in airplane). My last IC he built went well past 1000WHP and I was running just over 25 psi at the manifold.
Tell him Aaron (with the vettes) from TX sent you.
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
lol...the car fuel system was built for EFI , i think with E85 i have to step everything up about 30% ... not sure but ill look into it
Thread Starter
Melting Slicks
Joined: Jul 2003
Posts: 2,284
Likes: 4
From: Canton MI
www.extremeintercoolers.com
JR Perot is the owner and a very cool guy. He has built numerous high-end IC for my stuff (including one for a custom 3 lobe rotary in airplane). My last IC he built went well past 1000WHP and I was running just over 25 psi at the manifold.
Tell him Aaron (with the vettes) from TX sent you.
JR Perot is the owner and a very cool guy. He has built numerous high-end IC for my stuff (including one for a custom 3 lobe rotary in airplane). My last IC he built went well past 1000WHP and I was running just over 25 psi at the manifold.
Tell him Aaron (with the vettes) from TX sent you.
Burning Brakes
Joined: Apr 1999
Posts: 758
Likes: 1
From: Cumming GA
I had Precision build my intercooler.
mounts in front of Radiator.
4.5" core
1300HP rated.
BTW, I have my 434 out. heads off, found broken inner valve spring.
I am not very happy about this, I dont know how long I have been running it like this. Pistons look OK,
I got the Heads over at Morans he is going to go thru them, and set up new springs for tubo cam
I'm probably 2 months from Dyno, Its taken a while but getting there.
pair of 6252 Precision air to air into Miniram 434, on pump gas.
JW
mounts in front of Radiator.
4.5" core
1300HP rated.
BTW, I have my 434 out. heads off, found broken inner valve spring.
I am not very happy about this, I dont know how long I have been running it like this. Pistons look OK,
I got the Heads over at Morans he is going to go thru them, and set up new springs for tubo cam
I'm probably 2 months from Dyno, Its taken a while but getting there.
pair of 6252 Precision air to air into Miniram 434, on pump gas.
JW