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SirThomas's Twincharged 3.1L build thread

Re: SirThomas's Twincharged 3.1L build thread

Postby trd4life » Tue Dec 04, 2012 5:34 pm

We are very excited to get this car and start buiding it for Josh.
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Re: SirThomas's Twincharged 3.1L build thread

Postby SirThomas88 » Tue Dec 04, 2012 9:34 pm

Stop being a post count wh*re Gabe! haha. It's called the Edit button. :roll:

*Edit*
Poll: What gauge wire should I use to run from the trunk to the engine bay for my battery relocation?
0 gauge? 2 gauge? or 4 gauge?
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Re: SirThomas's Twincharged 3.1L build thread

Postby a94autocamry » Thu Dec 06, 2012 9:41 pm

trd4life wrote:
Gregtrd wrote:I would stick with the stock radiator.



Stock radiator wont clear turbocharger and it wont provide enough cooling for this build.


I believe Tony the Tiger is running a stock radiator...if it works for him for cooling purposes, why wouldn't it work here...?? (not talking about clearance but for cooling) :-?

SirThomas - gl with the build...can't wait to see this beast running. :drinking:
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Re: SirThomas's Twincharged 3.1L build thread

Postby Twin Turbo » Sun Dec 09, 2012 8:17 pm

This will be a mean engine! I love it! I can't wait to see the look on the guys face's down at Boston Dyno when Gabe rolls in with another boosted 1MZ haha. Get that car up to Maine and let Gabe work his magic! That goes for the rest of you too. It's tough to describe the feeling of crushing some doosh in a new V8 Camaro with your "gay Camry" until you've done it. Good luck with the build
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Re: SirThomas's Twincharged 3.1L build thread

Postby Smaay » Tue Dec 11, 2012 2:56 pm

i dont know if you are aware of it, but the MR2 transmission is not a 100% drop in. the linkage is on the front of the trans not the back like the Camry. since you have both, i suggest just swapping the guts between the 2. its more work trying to convert the one from the other.

good luck on your build i look forward to it.

also having lower compression has nothing to do with the boost the SC makes. thats belt driven. its going to make a static pressure no matter what. kinda like turbos, except in turbo worl, a lower compression will only cause slightly longer lag (mili seconds)
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Thats alot of BOOST!!!!
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Re: SirThomas's Twincharged 3.1L build thread

Postby SirThomas88 » Wed Dec 26, 2012 8:30 am

Haha yeah can't wait to blow some "dooches" away. I agree, that's whats great about having a sleeper like a Camry.

Smaay, yes I'm aware of the difference in shifter linkage. Plan is to just replace the shifter linkage assembly in the MR2 trans but if that proves to be too difficult then perhaps we will swap out the guts and put the MR2 guts into the Solara trans casing. We shall see!
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Re: SirThomas's Twincharged 3.1L build thread

Postby trd4life » Sat Jan 05, 2013 7:09 am

Tony the Tiger hasnt run a stock radiator for like 10 years lol. He has a huge aluminum custom setup


Smaay yeah Im planning to swap the camry shifter selector onto the mr2 trans if thats proves to be difficult will probably swap guts.
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Re: SirThomas's Twincharged 3.1L build thread

Postby Brandoe91 » Sat Jan 05, 2013 5:59 pm

Here is a link on how to configure the mr2 e153 for fwd cars.

http://www.6gc.net/forums/index.php?showtopic=64315
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Re: SirThomas's Twincharged 3.1L build thread

Postby Tony the Tiger » Mon Jan 07, 2013 8:53 am

trd4life wrote:Tony the Tiger hasnt run a stock radiator for like 10 years lol. He has a huge aluminum custom setup


I went back to a stock radiator + factory hydraulic fan setup when I revised my turbo setup (back in late '08)... My new manifolds gave room to keep all the stock stuff again with plenty of clearance. There is nothing wrong with aluminum radiators as long they have similar area as OEM in which it is subjected to airflow. Going thicker but smaller in frontal area is the least favourable method to increase cooling though for example.

It was a big mistake for me to delete the stock hydraulic fan setup back in '06. The cooling requirements are quite different when we speak of turbo setups + hot engine bay temps + big FMIC blocking frontal air + full size A/C condensor. There was no electric fan & aluminum radiator combo that worked anywhere as good as the stock setup. I've tried multiple 30A + high power fans as well, 3000+ CFM, etc... I had a radiator shop custom made me a few high power electric fans in the past, and I had two pullers, one pusher, one at the side for an external oil cooler, etc.. to the extent that I ended up upgrading to a Highlander alternator because I had too much power draw...lol

It's no coincidence why the stock cooling system worked so much better. Whenever we're dealing with the ability to cool down the engine, it is all about airflow. An engine at this power level only creates heat when the car is under load, thus, the car is already moving and under acceleration already. The mission is to get cool frontal air through the cores, and enough force to also evacuate the hot air out of the engine bay.

The radiator can be huge, but if there is no airflow through it, it is totally useless. The stock hydraulic (similar to a clutch fan) has high airflow even when pulling air through multiple layers of restriction. For example, I would actually go with a thinner radiator if I can install a stronger fan for it instead.

To illustrate the type of airflow I am speaking of, I can stick a piece of cardboard on my FMIC when the fans are on. There is no electric fan or fan (s) that can do that. The open space between the FMIC/condensor and radiator were sealed and ducted similar to OEM fashion, so that no hot air in the engine bay can be pulled back into the radiator causing common overheating issues in traffic.
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Re: SirThomas's Twincharged 3.1L build thread

Postby Tony the Tiger » Mon Jan 07, 2013 9:08 am

Smaay wrote:also having lower compression has nothing to do with the boost the SC makes. thats belt driven. its going to make a static pressure no matter what. kinda like turbos, except in turbo worl, a lower compression will only cause slightly longer lag (mili seconds)


You have left out too many variables that determine airflow in and out of the engine :)

Engine VE and engine size is what we use to determine a basic airflow curve of an engine without getting into supporting parts like cams, port work, etc... Although the supercharger is creating the same airflow based on engine RPM and SC RPM, the amount of air that the engine ingests will determine the residual aka boost.

Engine compression changes engine VE by a lot. For example, a high compression N/A engine can cope with much larger camshafts and high flowing intake/exhaust because it creates more suction (more suck, more push). The average airflow that the engine ingests is more. A higher compression engine will ingest more air if the cams and cam timing allows the engine to do so.

To simply say this, lower compression ratio will create more boost, but at the same time, it won't make any more power. It's a pumping loss (VE loss) as well as a chemical loss (poor combustion/incomplete combustion). The only way to make it back, is to run even more boost, or recover the loss by engine tuning (leaner AFR's, more timing), only if there was an octane limitation with higher compression ratio. (e.g. power limited by 87 oct).
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Re: SirThomas's Twincharged 3.1L build thread

Postby ACProductions » Mon Jan 07, 2013 2:06 pm

Am I the only one who has a boner now?


I worry about this build, re the work, just a hair but none the less i hope you get a quality product that was worth the time, effort, and dough
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Re: SirThomas's Twincharged 3.1L build thread

Postby trd4life » Wed Jan 09, 2013 10:59 pm

good info Tony :)
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Re: SirThomas's Twincharged 3.1L build thread

Postby trd4life » Wed Jan 09, 2013 11:01 pm

ACProductions wrote:Am I the only one who has a boner now?


I worry about this build, re the work, just a hair but none the less i hope you get a quality product that was worth the time, effort, and dough


If this build comes out anything like Trents twin turbo + supercharged it should be pretty sick.
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Re: SirThomas's Twincharged 3.1L build thread

Postby SirThomas88 » Thu Jan 10, 2013 4:11 pm

Thanks for the info Tony! Always good to read your comments so keep em coming haha.

Right now my main concern is indeed keeping everything cool. Because I know that's key to having a reliable and safe set up. Unfortunately Gabe is starting this project during the winter months, where the engine won't have as much trouble staying cool. However the dyno might be a good place for that since the car will be sitting stationary and under repeated, heavy loads.

Gabe will have the car next weekend! on the 18th!
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Re: SirThomas's Twincharged 3.1L build thread

Postby SirThomas88 » Fri Jan 25, 2013 7:45 am

Ok, so the Camry is now up in Maine with Gabe, I dropped it off last week and the build has officially commenced! Today I am planning to purchase my clutch and have it shipped to Gabe. I'm considering the ACT TY4-XTG6. It's rated at 645 ft/lbs of torque max, which the ACT guy I talked to said should be around a max of 515 torque to the wheels. Decided to go with the 6-puck sprung over options like an unsprung disk or 4 puck sprung disk because supposedly the 6 puck should offer better heat absorption at the cost of more rotating mass, and the sprung aspect to make it more streetable.
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Here is a teaser pic of my engine with the TRD blower and turbo piping installed that Gabe uploaded yesterday to the GLP Motorsports facebook page. For more pics check out his page I'm too lazy to link them all haha.
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Here are some pictures from my battery relocation. It cost me $425 to do at a local car electronics shop. It wasn't the cleanest install, but it gets the job done!
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More updates will be coming soon!
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