f134 performance upgrades

I dunno. Unless Clifford has changed their website, they look to offer about zero stuff for the F-heads. No doubt they have worked on a great many over the years though.
I'd love to even find a header, but I've yet to come across one from anybody.

 

"in my racing days, this is all you needed"

F4 in a '48 flattie
hole in hood
"taco tubes thru hood"
Champion sticker on cowl







photo from Four Wheeler Magazine, 1966, Riverside Grand Prix
driver/owner named Maglietto

 

......and a gas mask......

 

due to pic size limits had to chop it
he does have helmet and goggles
no gas mask
ear plugs ?

 

they made one
I bought it in the early 80's
used it on my 2A when my homemade job fell apart
exited inside the frame
give 'em a call and ask
I am sure they don't throw the plans/drawings/model away!

 

the member is Davet

 

Blowers make horsepower from idle to redline, they just use a certain amount of the power they make to run the blower itself.

 

Turbos sound cooler

 

Not hardly!
Turbos don't make much noise unless you back off the throttle, but nothing beats the sound of a GMC blower or the whine of a blower belt, a good old 6-71 or 8-71 blower can be heard on the streets for 3 blocks over a loud exhaust system

 

to each his own... i love the sound of a turbo. blowers sound cool but they get annoying when you are going down the road IMO

 

thats the same with me jeff they get annoying i think. but just my oppinon.

 

You get used to a blower sound real fast

 

As I recall, Datson rigged a turbo from a Dodge V6 (junkyard item) as a supercharger with a wastegate that limited boost at 1500 RPM or so. The wastegate was a radiator pressure cap, 10psi or so. Especially on an F134, you need to keep the revs down, so the SC ne turbo can run at very high speeds... no turbo lag. A blow-through system worked for them, even without a pressure box (depends on how well you can seal the carb).

If it breaks, you disconnect the belt and run it normally aspirated.

 

Ok, looks like Datson has a site after all: http://www.studebakerclubs.com/21stCenturyTurbo/default.htm

Good place to start if you are interested in low-cost super/turbo.

Ah-ah! Looks like the "gator" site is back too, complete with a "Kaiser-Willys Jeep Supercharging" book!

http://gatorsuperchargers.net/books/books.htm

 

Im my view attempting to turbocharge a :hurrican: is a losing proposition. Production turbochargers are matched at the factory for a specific application. It isn't enough to add boost, you need to add boost to the torque and horsepower curves where you need it. Boost in the wrong place is bad. There's a lot more to it than the size of the compressor wheel. When I worked at Garrett, the customer would send in the torque and horsepower curve they wanted. A aero engineer would match the aerodynamic properties the turbine and the compressor and both housings to determine the best match for the application. Gas stand tests (a turbine is driven by a propane burner and the compressor wheel output is measured), if further matching is required the customer provides an engine for engine stand testing. Prototype units are assembled by hand, then pilot units If the housing/wheel matches were unique then the units have to be containment tested (bad things happen when units rotationg at 100K+ rpms fail). Finally, test units are sent to the customer for testing on the actual motor in its application. If things work out, then the unit goes into production.

To function a turbocharger has a turbine wheel sitting in the exhaust path and a compressor wheel sitting in the intake path. If the turbos hasn't spun up to speeds where it actually is functioning then its hindering the motors efficiency by restricing airflow. If its not wastegated or well matched then it can be overboosting the engine and hampering performance. More pressure isn't always better.

Typical rebuilt prices for a turbo/CHRA run around $500+. And where the turbo is rebuilt is important as well. Many rebuilders can only replace bearings and can't balance individual components let alone group assemblies. And balance is also very important for the life of the turbo. So that's just the turbo. Even if you find a $75 junkyard unit in good shape, the fabrication costs for the rest are still staggering. You still need intake ducting (should be as straight as possible), a suitable carb, a suitable exhaust manifold and oil feed/return lines. 90* bends in the intake ducting will cause friction heating the air charge - this is bad).

Let's not forget either that turbocharged engines are built differently than normal motors as well. Stronger cranks, different pistons, more piston rings, stronger blocks, stronger connecting rods etc are all required.

Now the is 134 cu in ~ 2.2L. This about the same size as most passenger car in-line 4s. Unfortunately to save weight, most passenger cars that are turbocharged use integral turbine housing that are built into the exhaust manifold. Wastegates are typical as well. These are typically made using a pressure sensor made from materials that can withstand the conditions found in automotive exhaust systems. When the proper level of boost is sensed a pressure unit similar to the heating plenum UFOs opens and activates a gate in the turbine housing that lets exhaust bypass the turbine wheel.

In the end a self contained supercharger would be a much better choice as they are self contained with an independent oil supply, require no exhaust modifications and boost across the entire horsepower/torque curve.

Finally, production turbos are typcially good for about a 30% increase in power. At 72 hp @ 4000 rpm stock, a boosted F134 should make about 93 hp @ 4000 rpms. A stock 225 or 231 V6 is still going to provide about twice the horsepower, using off the shelf components for less money. And the idea of running the oil I've drained out of my :hurrican: through a turbocharger makes me cringe. R) And besides who likes running a hurricane F-134 at 4000 rpm?


__________________

 

As u say the application does matter. But u can use diff turbos like on my truck im planing on throwing a D6 CAT turbo on it.

 

Any you guys ever seen what swamp buggy guys do to 'canes? A 4 barrel carb looks really wierd atop the old f-head. Cant remember what all else they do to them. They say they run real good though. Oh yea and i would really like to hear an update on the vacuum/leaf blower project.

 

I think I would be temped to turn a Hurri into a desiel before I turbo charged it . It looks like a old small tractor motor anyway R).