Turbo Morgan project info.

Turbo
Selecting the right turbo is not simple. Some would think the bigger the better, but
that’s totally wrong. You also might think that the Turbo must have ball bearing to
start quickly, but that is not the key issue either. It depends mostly on which driving
dynamics you want.

You may go for either dynamic street performance or fastest on the ¼ mile strip.

I now have tried out 5 different configurations, from Garrett T25, GT2860RS (ball
bearings ), GT2056, GT2259 and KKK K16. Best over all performance has been
obtained with Garret GT2259 and highest power with KKK K16 special.

All configurations were calculated and tried out on dyno runs. Every time welding of
new flange and down pipe. It gave a lot of experiences.

My short conclusion: Go for a lot of mid band torque and low turbo lag. The flow from
the head to turbo collector is very important. A good flow can run a bigger turbo and
achieving higher power in the mid to high RPM range.

To day I have achieved a good response and lots of power from 3500-6000 RPM
and not with the biggest turbo I have tried.

Select the compressor side, just big enough to deliver the amount of air at the
pressure needed for the wanted power. Select the turbine side not bigger than a
compromise between back pressure and max power, lean to the higher back
pressure side to get lowest turbo lag and quickest spool-up.

Gas flow from heat into the turbine also will generate power, so isolate the manifold.

Cold air into the engine is a very important issue. Cold air has more oxygen mass
and will burn more fuel and thereby generate more power.

Compressed air will increase in temperature: See ‘Engine theory’. If the inlet
temperature increases from 25deg C to 50deg C, you will loose almost 8% in power.

Turbo key issues

Is about heat management in the engine room. Turbo and power generates lots of
heat

Isolate the exhaust manifold and shield inlet parts from exhaust side

Cold air into the intake and the engine. Use as big as possible intercooler

4. Ford Kent 1600cc Turbo.

Fuel injection, different renewed Ford Kent 1600cc engine build for Turbo charging.
Five different Turbo configuration was build. The current Turbo is the GT2259. Later
the special made KKK K16 will be tested. Forged pistons, low compression 7.8:1,
high flow head, Std Ford GT cam, high pressure oil pump, external Waste-gate with
electronic control ‘Turbo Smart’, Water Injection, Special turbo manifold MK2, New
Exhaust System 2½”, ECU TEC-GT.

Conclusion:
Extreme performance. Scary torque and power from 3000RPM and up.
Long long time of development and optimization with ‘impressive’ results
283 HP/ 321 lbft (433nm) 3g, 1017mb, 17degC, 1.9 bar (28 psi).

Super car performance with 3.1 kg/HP, 80-120 km/h (50-75 mph) 2.1 sec and 0-100
km/h in 4.2 sec. The engine still have relative high engine efficiency and good fuel
consumption at light load. The turbo engine runs 6-13 km/liter depending on power
usages.

The engine has been run at pressure up to 2.2 bar. Results will come later.

Water Injection
Injection of water into an internal combustion engine has been around for 50+ years.
It has been used effectively in the Formula 1 motor sport in the 70 ties and 80 ties,
before it was banded, for adding too much power to the turbo charged engines.

Advantages
1. The introduction of water will allow higher boost pressures to be run without
detonation. Higher pressures will increase torque
2. Water Injection allows ignition timing to be more aggressive
3. Boost does not automatically mean retard your timing
4. The cooling of potential hot spots in the combustion chamber defeats pre-
ignition, the most destructive form of uncontrolled or unplanned combustion
5. Water injection has a cooling effect on the engine head, valves, and cylinder
6. Excessive amounts of ignition retard will cause a loss of power and
overheating
7. Water does not burn. There will be no combustion of the hydrogen in the H2O
8. Injection of 15% water reduces knock better than increasing fuel 4-5 Octane
9. Injection of water reduces inlet air temperature equal more power
The picture shows cylinder pressure versus crank angle traces at different operating
conditions
 Green curve: Normal timing condition

 Yellow curve: 3 deg before normal ‘slight knock’ engine limit

  Red curve: 6 deg before normal ‘intense knock’ can produce permanent
engine damage
 Blue curve: 6 deg before normal but adding water

Before TDC, the blue trace followed a predictable path except soon after the TDC,
the pressure begins to flatten. As the water within the combustion chamber started to
evaporate and absorbed a large amount of the heat and prevented the pressure and
temperature reaching the point of detonation. The trace now follows the green trace
until the next cycle. Note the area under the blue trace is much larger than the green
trace indicating torque increase. More gains are to be expected on the turbocharged
engine.

What to do or not
1. Water or Water / Alcohol to Fuel Ratios should be between 10% to 25%
2. Water Injection could be up to 50/50 water alcohol (or methanol) mixture
3. Water to Fuel ratios should be based on weight and not volume

4. Air to Fluid Ratios is between 11.1:1 and 10.0:1 with water injection
5. Maximum Torque occurs at a 13.2:1 Air to Fuel Ratio
6. The latent heat of evaporation water is 2256kJ/kg (0.626kW), approximately
six times more than gasoline
7. Atomization of the water mixture is directly related to it effectiveness. Finer
droplets cool the inlet charge better
8. Maximum water delivery should be at maximum torque RPM tapering
somewhat at maximum RPM
9. Inject the water spray before the throttle body
10. Atomized water (like fuel) does not like to make turns
11. Don’t flow water through an intercooler
12. Don’t use fuel injectors they will corrode or rust shut in a very short
period of time
The Aquamist S-1 Water Injection System
I am using the S1 with a green 0.5mm jet. With the 187ml water/min and a fuel flow
at 1.3l/(0.95kg)/min at 250HP/(390nm), the water injection is approx 20%.
The inlet air temperature reduces approx. 6-10 deg. C.
The system is controlled by the ECU and is active from >150kpa and >2500 rpm.

It’s amazing what the Water Injection can do:

Lower inlet temperature. More aggressive timing. Higher torque. Better Knock
margin at the same 99 octane fuel. The engine also sounds much softer at high
power development.

The ERL Aquamist S1 system: www.aquamist.co.uk

Video: Water Jet ‘green 0.5mm – 187ml/min 11bar’

Air Cooling

Increasing the engine power from 82 HP to more than 300 HP is a very challenging
development in terms of engine modifications and not least heath management.
Power is generating a lot of heat, and I mean a lot of heat.
I did not take this serious enough in the first place, with the result of having up to 60 deg C
(140 deg F) at the feet.

After many temperature and airflow measurements with data log on road tests, a lot of
airflow improvements was implemented.
The air should be guided hard through the radiator, with separate intake for the air inter-
cooler, generator and firewall.

The engine oil cooler was relocated from the front to inside the right wing with a separate air
intake and extra air to the Turbo inlet filter.

A Front Spoiler with three intakes was developed.

 1. Intake for Engine Oil Cooler
2. Intake for Air to Air Inter-cooler
3. Intake for the Turbo air inlet filter

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Anti-Tramp
With the dramatically increasing engine power, I experienced lack of grip during hard
accelerations. The tyres was just spinning and on a prepared 1/8mile strip the rear
axle was tramping.
I new wider wheels was part of the answer. The other part is the rear axle
suspension. The rear suspension of the classic Morgan is by semi-elliptic leaf
springs. The rear dampers was original ‘Armstrong’ lever type. These I converted to
telescopic shock absorbent in 2001.
The tramping problem seems to come from wind up of the the balder springs during
hard acceleration.
I decided to make a rear axle motion test setup. The two pictures below shows some
of the test results. Even the spring system is very stiff it indicated some 5-7 mm
backwards move of the rear axle during acceleration.
I hoped the answer is ‘anti-tramp’ bars.

The ‘anti-tramp’ bars need, ideally, to form a parallelogram, when viewed from the
side, between the front spring eye and the center of the axle thus allowing the axle to
rise and fall without any spring wind-up but allowing sufficient axial rotation such that
the axle is not disturbed by body roll. Because the shackles are at the rear it is
normal to run these bars forward to the cross member which supports the front
spring eyes.
Not much space was available and I had to mover the catch tank and break pipes.
Lag of space also meant use of squared tubes for the bars.

The results of the efforts has been tested on a Raceway prepared with Track Bite.
The wider tires gave much better grip and almost no tramping was experienced
during take off.

Rear Wheels

This Morgan original had 165-R15 Radial tyres on 72 spoke 5″ wire wheels.
In 2001 I changed to Bridgestone tyres 185×65-R15 and extended the rear wings with some
15mm.
With the turbo power, the grip was not good so further extension was needed.
I got 6″ 72 spoke wire wheels and decided for what. I found the best Tyre for general
purpose, Continental Premium Contact 2 in 215×60 R15. It give +2,82% (measured 2.5%) on
the speed to RPM. Normally you should stay within +/- 2,5%, but longer gearing was
preferred.
In this configuration the rear wings should be further extended with 2×30 mm. As you can
see on the pictures this requires a lot of extra work: Welding extensions, filling old holes, a
lot of fairing and painting.
Over all the result was beautiful and worth the work.

Wire wheels Circumreference Speed Speed Diff

Tyre Size Calculator: http://www.alloywheels.com/tyrecalc.asp

From this Calculator the 185/65 R15 should be 1952,5 mm but measures is 1895 mm
The 215/60 R15 should be 2007 mm but measured is 1943 mm

Using the measured circumference following speed cal is done:

Tyres mm 5g 3000RPM 5g 6500RPM

185×65 R15 – 5″ 1895 mm 101,5 km/h 219,8 km/h
215×60 R15 – 6″ 1943 mm 104 km/h 225,4 km/h + 2,5%
Car simulations show that with the current drag coefficient of 0,68 ‘as open’ (its like a bus)
there should be enough power to reach a top speed of 225 km/h (139,8 mph). It is not tested
and of no interests.