turbo pics

[95SleeperAcheiva]

screw it! Tun it all the way up till the engine blows then back it off a half a turn! Perfectly tuned!

[TurboAlero]

Whahah, neh I don't want to blow the engine yet, maybe in december lol. Because in december I'm planning to buy a full internal set up( forge pistons, new rings, maybe a new cam , connect rods etc etc).

Let's when I get the car running, then I will see how it will performe.
The only thing the company that sold me the turbo sad is that it will be a fun daily drivin car lol

[IsaacHayes]

89jyturbo blew his motor on 10psi when the piston skirt let go. But that may just have been a rare occourance...

10psi and a good tune, should provide more than enough HP to keep you from getting traction. hehehe. You'll be at that limit well before you hit 15psi!!

A thing to point out though, is the Alero doesn't come with the dogbone mounts to the radaitor support like the grandprix/etc. Using those to hold your engine will end up in the radiator support bending and or breaking. Unless you heaviy re-enforce it. I've seen videos of a beretta on a dyno that they put that mount in for a L67 motor, and the whole radiator support just bends/shifts inwards!! I'd suggest using as many stock mounts/places as possible, and save the radiator support mounts for last.

[bonecrrusher]

I was just going to say, 89JYturbo blew his 3400 apart, 2 piston skirts and 2 rods out the bottom of the oil pan.

Thats why I have custom forged aluminum pistons from Wiesco, and a 3500 top end on its way.... :-)

[Joseph Upson]

I was just going to say, 89JYturbo blew his 3400 apart, 2 piston skirts and 2 rods out the bottom of the oil pan.

Thats why I have custom forged aluminum pistons from Wiesco, and a 3500 top end on its way.... :-)

I figured the box would have been there by now. In conversing via email with 89JYturbo he stated he made several 1/4 runs before the pistons finally let go under normal driving conditions on an already used motor. He also stated that he was running stock timing on an engine that was already unable to retard timing under boost, which I mentioned earlier as well as the sites I posted aggressive timing can kill the engine even if you do not experience detonation due to the extreme cylinder pressure at points where downward movement is slowest, at and just after TDC.

Coincidently it was the #5 & 6 piston that let go in his engine, the same two that receive the oil jet in the 3500. One theory I came up with is that the water is hottest at the end of the block at pistons 5 &6 considering it is coolest upon entry at the front so those pistons are already under more heat stress. GM went to reverse coolant flow in the LSx series V8s so that water hits the heads first then down to the bottom of the block, to reduce detonation probablility as well as allow pushing the compression ratio up.

I'd love to have a set of forged pistons but the same sites above if you can work your way through them listed some cons about forged pistons that suggested for me anyway that it's better to work with stock pistons given the boost range I'll be operating in. I would probably be able to get a complete engine to replace a blown motor for the cost of the custom pistons and that's a hard option for me to pass up on.

Can't wait to see everyone's results, including my own.

[nocutt]

...I figured the box would have been there by now. In conversing via email with 89JYturbo he stated he made several 1/4 runs before the pistons finally let go under normal driving conditions on an already used motor. He also stated that he was running stock timing on an engine that was already unable to retard timing under boost, which I mentioned earlier as well as the sites I posted aggressive timing can kill the engine even if you do not experience detonation due to the extreme cylinder pressure at points where downward movement is slowest, at and just after TDC...

What's up Joseph...
I will have to disrespectfully disagree...stock timing with mild boost (in this case 10psi) is not a really a problem. I will reserve some comments I have in regards to the aforementioned because I trully believe for the amount of boost been ran...the output did not really correlate. Not all case require you retard timing under boost, yes the textbook ideals are a bit different...but in most wet test I have come to believe a lot of variables need to be considered before pulling back timing. Also from my own experience # 5 & 6 pistons tend to be the leanest in FI applications in this context...and fuel delivery is a big factor here...or the ability to tune. So in any event, custom whatever is only as good as the tune...everything will let go...no matter what, cannot cheat thermodynamics.

[IsaacHayes]

nocutt: have you seen the inside of the 3500 plenum? It doesn't open out until the center. So I would think that would help 5&6 not be such hogs of air and not lean out. There is a SUV 3400 plenum with the TB moutned near the top that looks even more suited for even flow as the neck opens up at the top center of the plenum.

Perhaps another reason to pimp the 3500 hat!

[Joseph Upson]

The timing concerns are from literature I read and some discussion by dyno operators regarding reaching a certain point where advancing the timing further causes no power increase and retarding to a certain point no power loss. The discussion covered flame front as well as excessive cylinder pressures under boost.

For example, the effect lugging an engine has when engine rpm is to low for a particular wheel speed, you don't necessarily get detonation or knock during these conditions but you can feel the strain being placed on the engine. The point at which the rod has the greatest leverage on the crank is 45 degrees after top dead center using trigonometry COS, SINE or I guess more effectively TAN values, it's been a while.

There is much less stress on the piston the further away it is from top dead center on the combustion stroke, therefore it would take much more combustion force at say 10 degrees past TDC to equal the loads produced at 0 degrees after TDC when the piston and rod assembly is trying to push the crank through the bottom of the block. I'm thinking this through in my head so I can be wrong as opposed to actually working it out mathematically and comparing the forces in the form of concrete values.

I'm not understanding the lean theory on cylinders 5 & 6 on a fuel injected engine, if all injectors are functioning properly you get the same amount of fuel in each port, on the other hand air velocity into the engine might make for a rich condition at those locations by not being able to make the turn into the runners as efficiently to match fuel delivery. If the system was TBI at the throttle location then most certainly I can see fuel separating from the air charge bypassing 5 & 6 not being able to make the turn so abruptly.

Is this an anomaly brought on by sequential fuel injection?

[nocutt]

nocutt: have you seen the inside of the 3500 plenum?

Yeah...yours...woot!! (nice job bTW)

It doesn't open out until the center. So I would think that would help 5&6 not be such hogs of air and not lean out.

...Then a possible shift of problem to # 3 & 4...

[IsaacHayes]

heheh, (3&4) I was thinking about that after I posted. Thanks for the complement. I'm going to be putting it on sunday!! (along with a matching 3400 lim).

[nocutt]

The timing concerns are from literature I read and some discussion by dyno operators regarding reaching a certain point where advancing the timing further causes no power increase and retarding to a certain point no power loss. The discussion covered flame front as well as excessive cylinder pressures under boost.

not disagreeing there...I was under the impression you were talking stock timing...

post cont'd:
...I'm not understanding the lean theory on cylinders 5 & 6 on a fuel injected engine, if all injectors are functioning properly you get the same amount of fuel in each port, on the other hand air velocity into the engine might make for a rich condition at those locations by not being able to make the turn into the runners as efficiently to match fuel delivery. If the system was TBI at the throttle location then most certainly I can see fuel separating from the air charge bypassing 5 & 6 not being able to make the turn so abruptly.
Is this an anomaly brought on by sequential fuel injection?

In an ideal world, we will hope all the cylinder take the same amount of air in application like FI (force'd induction)...in the real world, EGTs/WBO2 tells us different. Closest cylinders to the TB get more air, while the ones farther apart get less...the differences are small margins, differences nevertheless...and as the margin of error grows, so those the margin of mechanical failure...
This is more of a intake design with one tb...yes there are implications, but I don't want to take away from the topic of the thread

[TurboAlero]

Update

The axels are in, had to use the cup from the beretta's axel(the one that enters the gear box)(Driverside) because the stock alero axel uses a bigger oil seal then the one from the Hm-282. And that's about it. Pretty easy.
The bad thing is that I still didn't start the engine because had some problem with the front headers. bud every thing is bolted back in the car. Tomorow I will hopefully get the headers back and then start it.

[timg]

Any more updates? You should like that turbo- it's sized just right.

Tim

[TurboAlero]

Sorry for the delay, but the thing is that I'm still a student so school has begone. I have started the car, it runs good but still need the tunning because I thing buy removing the tranny it's idling a little ruff. but It's running lol. It's reving good just the idling is a small prob, but with the tunner I will be correcting that. it's still not finish but when I get the chance I will finish it.
I need a body kit really ASAp lol, the intercooler is to big for the front bumber lol

[gboogie99]

good job homie, I am interested in why you replaced your pcv valve with a breather tho