After a sabbatical year with a NA V6 and then with stock engine it will have a 2.0 turbo again. This time I'd like to install (and use,not like last time) a FreeEMS instead of my MS1.In first instance I would like to use the ruzki board so I can keep my current megasquirt board. I've also a Jaguar 0.7 I could use if I have problems with the first option.
About the engine, stock one is a ford 2.0 8v DOHC with 123bhp. It weakest point are the conrods, after breaking 3 engines by conrod failure I think it's limits are around 300Nm, over this it can break easly. In my last engine it broke when flatshifted from 2th to 3rd gear, it made a boost spike when lowering rpms and it explode. Probably if I didn't play with this kind of things it could have had last more time.
the best dyno graph I have from it is this@1bar with an old garrett T3 (Trim 55)
I had boost limited bellow 4000 rpm to 0.6bar to avoid extra torque, but after that launch I increased a little to around 0,8bar
The new engine will use the same engine block, but with forged rods and forged pistons. I'm waiting for the pistons.
About cylinder head I will use a 16v head, which have around 30% more valve area than the 8v.
Now I'm designing turbo manifold. I thought about making it with T3 twin scroll flange. My current turbo is single scroll but It's possible in future I will put a newer twinscroll one.
I'm taking measures on another sierra to don't stop mine
laser cut flange
some tests of fitting:
Pipes will be around 38mm inside diameter, a little less than cylinder head out to gain gas speed and gain spool. what do you think about this?
the unique problem I see is that modern garretts have the turbo outlet where my brake pump is.. that's a problem if I want to put a new turbo. But shouldn't be difficult to modify turbo flange angle If i weld it having this in mind.