From: dmcnews_at_dml_yahoogroups.com
Sent: Wednesday, December 07, 2005 7:26 PM
To: dmcnews_at_dml_yahoogroups.com
Subject: [DML] Digest Number 3018

There are 17 messages in this issue.

Topics in this digest:

1. Re: FLDMC.com & DMCFL.com for sale
From: "Steven L. Alves" <steve_at_dml_fotofx.net>

2. Re: DeLorean Dents
From: "d_rex_2002" <rich_at_dml_outernet-tech.net>

3. Re: adjusting odometer
From: "Joe OBrien" <joeyoseppijoe_at_dml_yahoo.com>

4. Re: Re: Turbocharger availability
From: "Joseph Kuchan" <josephkuchan_at_dml_hotmail.com>

5. Re: Headlight Swich AAAARGGG!!
From: "valleyrat12" <valleyrat12_at_dml_yahoo.com>

6. Re: Re: DeLorean items for sale
From: Packodenton_at_dml_aol.com

7. Turbos, transmissions etc
From: Martin Gutkowski <martin_at_dml_delorean.co.uk>

8. Re: DeLorean items for sale
From: Packodenton_at_dml_aol.com

9. RE: Headlight Swich
From: "John Hervey" <john_at_dml_specialtauto.com>

10. Re: Re: DeLorean Dents
From: "Ed B." <mr.pants_at_dml_ca.inter.net>

11. Re: Turbos, transmissions etc
From: "David Teitelbaum" <jtrealty_at_dml_optonline.net>

12. Re: Re: Turbocharger availability
From: Gus Schlachter <gus_at_dml_austin.rr.com>

13. Re: Re: Turbos, transmissions etc
From: Martin Gutkowski <martin_at_dml_delorean.co.uk>

14. Re: Turbocharger availability
From: "Marv Hein" <marvhein_at_dml_hotmail.com>

15. Re: Turbocharger availability
From: "David Teitelbaum" <jtrealty_at_dml_optonline.net>

16. Re: Re: Turbos, transmissions etc
From: Marc Levy <malevy_nj_at_dml_yahoo.com>

17. Re: Re: Turbocharger availability
From: Marc Levy <malevy_nj_at_dml_yahoo.com>





Message: 1
Date: Tue, 6 Dec 2005 16:04:52 -0500
From: "Steven L. Alves" <steve_at_dml_fotofx.net>
Subject: Re: FLDMC.com & DMCFL.com for sale

Ken is selling the domains. I purchased #2700 from him last year and he had photos of the car on the domain at that time. The Yahoo ID is his and the whois for the domain is his wife (The car was in her name too). I had previously spoken to him about buying the domain to use for the Florida group and have bid on it. If it stays in the reasonable price category I will buy it and direct it to the Florida group.


Steve
#2700



----- Original Message -----
From: "Qumefox" <qumefox_at_dml_brazi.net>
To: <dmcnews_at_dml_yahoogroups.com>
Sent: Tuesday, December 06, 2005 2:58 PM
Subject: Re: [DML] FLDMC.com & DMCFL.com for sale


> delorean321123 wrote:
>
>>Any one looking for a Delorean domain name in Florida to sell your
>>parts or just post what ever you want.
>>Im sure you will get lots of hits and receive lots of Mail it a easy
>>name to remeber and not alot of letter too.
>>fldmc.com or dmcfl.com
>>on e-bay right now look up Delorean
>>
>>
> I'll advise anyone interested in these domains to call or email the
> owners to verify that they are actually for sale. I've seen lots of
> cases of people selling domains they don't own in the past.  Here is the
> whois info for the two domains listed for any who are interested.
>
[moderator snip]




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Message: 2
Date: Tue, 06 Dec 2005 21:53:01 -0000
From: "d_rex_2002" <rich_at_dml_outernet-tech.net>
Subject: Re: DeLorean Dents

Ed and Forum,

Not to speak for Chris (or Rob) completely, but it is easiest to
try to coordinate any SS repair/refinishing work with Rob first,
since Chris spends most of his time at Rob's place when he is in
the US and other remote work is scheduled, if time allows.

As for remote work, there are several factors to consider.  Travel
and associated costs, garage or workshop access and availability
(sometimes all night) and bringing tools vs. having tools on hand.
When Chris flies to do remote work, it is sometimes better to ship
the specialty tools FedEx, rather than worry about having them get
misplaced with check-in baggage (lots of files, picks, etc.), so
timing the tools to arrive at each location can be a little tricky.
If you can buy the right tools to have on hand, all the better.

At this time of year, a heated garage for any SS work north of the
Sun Belt would work best.  Make sure to have a good compressor for
air tools, with a big enough storage tank (33 gal. or better) and
make sure to have a few fluorescent shop lights on hand, since they
work well to expose any SS imperfections without the harshness that
you get from halogen shop lights or incandescent bulbs.  There are
a lot of tools and supplies that help Chris work more effectively,
and although they are not cheap, it can reduce the labor time/cost. 

Unless you have a substantial amount of SS repairs and refinishing
required, its probably more cost effective to make a trip to Rob's.

Later,
Rich W.

--- In dmcnews_at_dml_yahoogroups.com, "Ed B." <mr.pants_at_dml_c...> wrote:
>
> Was not aware Chris was out in Chicago recently...  I have emailed 
Chris 
> in the past and I'm convinced his work is among the best there is, 
if 
> not the best.  Does the magic Chris performs on the DeLorean 
require a 
> special garage/workshop?  Since Chris is in England and travels 
all 
> over, I'm wondering if there are any other Canadian listers in 
Ontario 
> who could use his services, and if there could be a garage or 
workshop 
> that could host him?
>
> snip <  







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Message: 3
Date: Wed, 07 Dec 2005 00:42:55 -0000
From: "Joe OBrien" <joeyoseppijoe_at_dml_yahoo.com>
Subject: Re: adjusting odometer

Hook up a drill to the cable and let it run. Most of my drills will
hold 60mph on the Delorean speedo. I adjusted my car 4 miles when my
angle drive broke. 150 miles might take a few hours, but that's easier
than paying someone to professionally roll the odometer.


-Joe O'Brien




--- In dmcnews_at_dml_yahoogroups.com, Owen Emry <owen_at_dml_a...> wrote:
>
> I just finished replacing my angle drive (thanks for all those who
helped!) while it was broken, my odometer missed recording about 150
miles, and I'd like to set it straight.  I'm sure some of you will
roll your eyes, but I'm gonna do it.  What's the easiest way to
accomplish this?  Yes, I can use something to spin the cable to
reclaim those 150 miles, but I'm wondering if there's a better way...
> 
> Thanks, as always!
> -Owen
> VIN 10470
> 1 21 GW
>








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Message: 4
Date: Tue, 06 Dec 2005 16:22:32 -0600
From: "Joseph Kuchan" <josephkuchan_at_dml_hotmail.com>
Subject: Re: Re: Turbocharger availability

It looks better than "somewhat impressive" in my opinion. To me it looks 
great!
Unlike the BAE and Island setups, it's a blow-through instead of 
suck-through design.
I trust that 230 HP is produced. Anyone who would do such a nice job would 
undoubtedly take the car to a dyno at some point.

Nice job Harry Ward, whoever you are. If I ever meet you I'd like to shake 
your hand!

-Joer Kuchan

>The photos are only of the top of the engine, and
>looks somewhat impressive.
>
>The thing that strikes me as odd is all of the
>flexible "dryer hose" used on the cold air intake
>before the turbo.  From the stock inlet port in the
>fiberglass body (which is WAY too small for a turbo
>application), then past the air filter down to the
>turbo.
>
[moderator snip]





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Message: 5
Date: Tue, 06 Dec 2005 22:53:07 -0000
From: "valleyrat12" <valleyrat12_at_dml_yahoo.com>
Subject: Re: Headlight Swich AAAARGGG!!

I am super proud of myself for fixing my headlight swich. I ended up 
making a new engaing wire out of a paperclip. Works great now BUT...

When reinstalling it the positive terminal (which was exposed) decided 
to ground itself to the console bracket and melted the wire! This kind 
of stuff always happens to me! So I patched it up with electrical tape 
and when I go in deep to iron out some of the ducting issues I will 
replace the bad wire. What a pain in the a$$!

Nathan

--- In dmcnews_at_dml_yahoogroups.com, "valleyrat12" <valleyrat12_at_dml_y...> wrote:
>
> Hello Everyone,
> 
> I removed my headlight switch and disassembled the thing and I cant 
> find whats broken in it. All of the plastic parts seem to be 
complete 
> and whole, for some reason the wire that engages the different 
> positions will not catch correctly. I am going to try to treek a few 
> things to get it to work but I dont know how much more abuse the 
case 
> can take before it falls apart! If anyone has experience with swich 
> please chime in.
> 
> Nathan
>










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Message: 6
Date: Tue, 6 Dec 2005 21:44:34 EST
From: Packodenton_at_dml_aol.com
Subject: Re: Re: DeLorean items for sale

 
In a message dated 12/06/2005 3:46:30 P.M. Eastern Standard Time,  
PRC1216_at_dml_aol.com writes:

Hi  Mike,
What condition is the luggage rack in, and what are you looking to  get
for it?  Is it complete with everything needed to install  it?  
Everything is there, all hardware & parts, in unopened packages. The  items 
are brand new. Never installed. 
 
 

What
other corporate items do you have?




NOTE:   THIS DOCUMENT MAY CONTAIN CONFIDENTIAL AND NONPUBLIC INFORMATION.  IT 
IS  INTENDED ONLY FOR THE USE OF THE INDIVIDUAL(S) OR ENTITY(IES) NAMED 
ABOVE, AND  OTHERS SPECIFICALLY AUTHORIZED TO RECEIVE IT.  If you are not the 
intended  recipient of this document, you are notified that any review, 
dissemination,  distribution or copying of this communication is prohibited.  If you have 
 received this communication in error, please notify me immediately by return 
 email, delete the electronic message and destroy any printed copies.  Thank  
you for your cooperation.


[Non-text portions of this message have been removed]





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Message: 7
Date: Wed, 07 Dec 2005 01:24:51 +0000
From: Martin Gutkowski <martin_at_dml_delorean.co.uk>
Subject: Turbos, transmissions etc

Hi All,

Right, lots to say, lots to reply to (I think Ben had the same trouble!)

I talked at length today to a diamond bloke who we're now getting our 
stage II camshafts from. This guy has been into the PRV since the late 
70's and has built and raced several engines. He is getting more than 
270bhp from a carb'd 2.6. Work that out! (Okay it's a race engine and 
needs rebuilding after every season).

He is also the UK's foremost specialist in the UN1 gearbox. I don't 
agree with Dave T's analysis that the manual tranny can only handle 
200hp without problems, and this was confirmed for me today. The 
DeLorean has a lower ratio 5th than the Esprit (for example) and V8 
Esprit owners find that it's 5th that pings off first, followed by the 
input shaft, diff and driveshaft couplers in that order. I suspect we'll 
start snapping driveshafts before losing the diff though - Esprit ones 
are somwhat larger than DeLorean ones! The stock DeLorean transmission 
is good for up to 300hp. Clever use of progressive boost control on a 
turbo engine can keep the gearbox healthy by not hitting it with a 
sudden surge of power. Although this takes some of the fun out of a 
powerful turbo engine! "More than 350 and you will break it" were his 
exact words.

You mention input shaft by Bell Performance (it's not Inconel BTW - 
Inconel is only really special for corrosion resistance, not needed in a 
gearbox). Our guy does something similar but sticks to the original 
pattern and does entire gearsets. he was instrumental in the development 
of the Quaife LSD for the UN1. His gearset will take the 'box to over 
500hp capable for 2000 or thereabouts. He also confiemed that Lotus are 
lying through their teeth when they say the esprit box has strengthened 
internals. he had Renault and Lotus box internals tested by a 
metallurgist who confirmed they're identical.

Rob Grady's also correct, 2nd synchro hubs are getting scarce from 
Renault too.

Right - on to turbos...

I've set up my friend's Island kit ( the only one in the UK as far as we 
know) but do not know if the dizzy was re-curved. At the time it was 
out, we didn't know to check, but I'll be stripping it out to do a 25 
turbo conversion using the twin turno system so will check then. I 
thought the enrichment setup with the lambda system was really 
mickey-mouse and never worked well anyway (on his car). I've got rid of 
the lambda system and use the CPR's ports to enrich under boost 
(enriches when foremost port is at a higher pressure than rearmost, 
discovered it -does- carry on into positive aspiration. Rather well in 
fact. He gets about 13mpg , but it keep s cool and goes like a scalded 
cat. Shame it's an auto! - though that's changing when we do the conversion)

Renault have specific part numbers for the head gaskets according to 
engine type, although obviously the three different bores have three 
different gaskets, there is a specific reference to the Z7U engine which 
is the 25 turbo. Interestingly, the 3 litre engines (93mm bore) are 
listed as haivng a slightly thinner gasket (by 0.24mm) than the 88 and 
91's, regardless of aspiration.

I've changed my opinion on  turboing the stock DeLorean engine based on 
what I learnt today - but it still means changing most parts of the 
engine and doing a helluva lot of work. Here goes...

The easiest way to achieve the pistons is to have a set of odd-fire 
conrods made 10mm shorter and fit 25 turbo pistons. The odd-fire crank 
is good for over 800bhp. Yes that's correct. Unbelievable but true.

Camshafts: use those from a 25 turbo and have the gear ground into the 
left hand shaft - the boss is there but the teeth aren't cut. The timing 
offset for odd-fire is nothing more than the right-hand cam sprocket 
being offset by 15 degrees, so just refit as normal into the D engine. 
This will give equal valve timing on both banks and will make the engine 
shake a little, but makes it suitable for turbos. Then worry about the 
ignition and fuelling....

As far as the figures on turboing go - I think 200 is the upper limit 
for turboing a stock D engine (Island, BAE, DMC Only). It makes sense 
that if you can tickle that with normal aspiration, which is all about 
breathing better, you should be able to achieve it with a modest level 
of positive aspiration.

Best Wishes

Martin
DeLorean Motor Cars Ltd
www.delorean.co.uk







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Message: 8
Date: Tue, 6 Dec 2005 21:43:36 EST
From: Packodenton_at_dml_aol.com
Subject: Re: DeLorean items for sale

 
 
Hi Keith,
 
$1800 includes stock prospectus Both rare & mint condition.

Hi  there,

I have a Birthday (wife's) coming up. What would you need for  the stock
certs?

Thanks,

Keith Ewing
s/n  4393



 
NOTE:   THIS DOCUMENT MAY CONTAIN CONFIDENTIAL AND NONPUBLIC INFORMATION.  IT 
IS  INTENDED ONLY FOR THE USE OF THE INDIVIDUAL(S) OR ENTITY(IES) NAMED 
ABOVE, AND  OTHERS SPECIFICALLY AUTHORIZED TO RECEIVE IT.  If you are not the 
intended  recipient of this document, you are notified that any review, 
dissemination,  distribution or copying of this communication is prohibited.  If you have 
 received this communication in error, please notify me immediately by return 
 email, delete the electronic message and destroy any printed copies.  Thank  
you for your cooperation.


[Non-text portions of this message have been removed]





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________________________________________________________________________


Message: 9
Date: Tue, 6 Dec 2005 21:36:13 -0600
From: "John Hervey" <john_at_dml_specialtauto.com>
Subject: RE: Headlight Swich

Nathan, What do you need to know.
John Hervey


-----Original Message-----
From: dmcnews_at_dml_yahoogroups.com [mailto:dmcnews_at_dml_yahoogroups.com] On Behalf Of
valleyrat12
Sent: Tuesday, December 06, 2005 10:25 AM
To: dmcnews_at_dml_yahoogroups.com
Subject: [DML] Headlight Swich

Hello Everyone,

I removed my headlight switch and disassembled the thing and I cant 
find whats broken in it. All of the plastic parts seem to be complete 
and whole, for some reason the wire that engages the different 
positions will not catch correctly. I am going to try to treek a few 
things to get it to work but I dont know how much more abuse the case 
can take before it falls apart! If anyone has experience with swich 
please chime in.

Nathan










To address comments privately to the moderating team, please address:
moderators_at_dml_dmcnews.com

For more info on the list, tech articles, cars for sale see www.dmcnews.com

To search the archives or view files, log in at
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Message: 10
Date: Wed, 07 Dec 2005 09:57:46 -0500
From: "Ed B." <mr.pants_at_dml_ca.inter.net>
Subject: Re: Re: DeLorean Dents

Thanks Rich, this is exactly the kind of info I needed.  My repairs are 
minor, and the last time I emailed with Chris, he said it should not be 
a difficult job.  It seems, then,  the best solution for me is to 
coordinate with PJ Grady and book some time for myself when Chris is 
there, hopefully in the early spring-time.  My concern was mainly 
ensuring that after a ten+ hour drive each way, I can have the work done 
on schedule and not spend more time than necessary waiting around, etc., 
so I'll contact Rob closer to spring to see what Chris' schedule is like...

- ed
1982 DMC-12 [11594]
1986.5 928S
1990 Coupe Quattro 20V


d_rex_2002 wrote:

>Ed and Forum,
>
>Not to speak for Chris (or Rob) completely, but it is easiest to
>try to coordinate any SS repair/refinishing work with Rob first,
>since Chris spends most of his time at Rob's place when he is in
>the US and other remote work is scheduled, if time allows.
>
>  
>
...

>Unless you have a substantial amount of SS repairs and refinishing
>required, its probably more cost effective to make a trip to Rob's.
>
>Later,
>Rich W.
>





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Message: 11
Date: Wed, 07 Dec 2005 16:52:16 -0000
From: "David Teitelbaum" <jtrealty_at_dml_optonline.net>
Subject: Re: Turbos, transmissions etc

You are really doing your homework! This project sounds interesting.
The 200 HP limit is what Fred Dellis told us. If you look at the input
 shaft there is an extension on the input side of it with a large roll
pin through the splines. I suspect that is the problem. Remember I
said Legend Industries and DMC had to give out new car warranties so
they had to derate things to achieve some life. I heard Darryl
Tinnerset had special input shafts made up to solve this. The stock
PRV is a fairly low compression engine which allows for some boost
without internal modifacations. Of course the higher the levels of
boost you want the more you must modify the internals of the motor and
then the transmission. Boost is "progressive" anyway, you don't get it
at low RPM's. I found the Lambda enrichment in conjuction with the
enrichment on the CPR gives more than either individually. I am
running both on my Island Turbo install and neither by itself had much
effect, together they really make a difference. There is no low end
torque (which should help the trans take higher loads) but the power
just keeps comming and comming. I took some other Delorean owners out
for a demo the other day and had to teach them to stay in each gear
longer as the power just keeps comming on and on to the top of each
gear. IMHO the gearing is not right (the ratios) for the gears to
match the motor with the transmission once you add the turbos. Very
easy to tell if the dizzy has been recurved. You should see little or
no mechanical advance with a timing light. There should still be 20
degrees of vacuum advance so your total advance should be 20, not 40.
David Teitelbaum
vin 10757


--- In dmcnews_at_dml_yahoogroups.com, Martin Gutkowski <martin_at_dml_d...> wrote:
>
> Hi All,
> 
> Right, lots to say, lots to reply to (I think Ben had the same trouble!)
> 
> I talked at length today to a diamond bloke who we're now getting our 
> stage II camshafts from. This guy has been into the PRV since the late 
> 70's and has built and raced several engines. He is getting more than 
> 270bhp from a carb'd 2.6. Work that out! (Okay it's a race engine and 
> needs rebuilding after every season).
> 
> He is also the UK's foremost specialist in the UN1 gearbox. I don't 








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Message: 12
Date: Wed, 7 Dec 2005 13:57:05 -0600
From: Gus Schlachter <gus_at_dml_austin.rr.com>
Subject: Re: Re: Turbocharger availability

By my calculations:

  2.8L engine = 1.4L of air per revolution (4-stroke)
  3600RPM = 5040 liters of air per minute
  5040 l/m = 178 CFM

Maybe an electric supercharger could handle this?  Heck, what's one more 
30-amp electric motor?!?


Gus Schlachter
VIN 34695
Austin, Texas


P.S. Biodiesel smells like...nothing.  It is actual "synthetic" diesel 
derived from animal/vegetable oils.  The smelly cars are the ones that are 
burning the fry oil directly.



 
> So, I find it hard to believe that the flexible hose
> in this installation would allow enough air flow for
> 230HP. You have to suck in huge volumes of air to
> compress it to 7.5PSI and maintain it to fill 2.8L
> even at 3500rpm..  Maybe someone wants to calculate
> that all out and tell us what the diameter of pipe
> needed for that volume of air is?  Keep in mind, that
> flexible hose will SHRINK under suction.


[Non-text portions of this message have been removed]





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Message: 13
Date: Wed, 07 Dec 2005 21:32:26 +0000
From: Martin Gutkowski <martin_at_dml_delorean.co.uk>
Subject: Re: Re: Turbos, transmissions etc

Hi David (and all)

Just back from the pub, couple of pints shy of sobriety so I'll keep 
this short. I just received some photos of our guy's A310 race engine, 
thought you might like to see them. I was a bit off in my figures, this 
produces 242bhp. Again it's worth repeating this is an odd-fire Renault 
Z6W 2664cc lump. It's running EFI off a Jem ECU. Nice flywheel and 
clutch, I think!

http://www.delorean.co.uk/310_1.jpg
http://www.delorean.co.uk/310_2.jpg

I wonder what's more cost effective: a turbo conversion or a proper 
stage II from either Houston or us? (open question!) I'll have photos of 
one of ours up in a week or so. The engine's back together, just 
awaiitng the gearbox and exhaust to do a "bench-build" and take some snaps.

All the best

Martin
DMC Ltd
www.delorean.co.uk

David Teitelbaum wrote:

>You are really doing your homework! 
>







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Message: 14
Date: Wed, 07 Dec 2005 21:24:17 -0000
From: "Marv Hein" <marvhein_at_dml_hotmail.com>
Subject: Re: Turbocharger availability

Interesting VIN number Gus...

A couple of the guys in the AZ-D will be probably be laughing at 
your post.  I've been bugging them about the possibilities of an 
electric supercharger for a couple of weeks now.  

Then I replaced my air filter with a clean one and am getting into 
plenty of trouble without one. It's amazing the things a new owner 
doesn't think to check... and how much a dirty air filter impedes 
performance.

As for an electric supercharger, I started paying attention and find 
I hardly ever drive at WOT anyway... I'm usually upshifting by then 
or braking to avoid that guy ahead of me in Vegas traffic. 

In a daily driver, I wonder how many people with turbos really see 
any benefit at all, besides knowing they have one?


Marv
#10820

--- In dmcnews_at_dml_yahoogroups.com, Gus Schlachter <gus_at_dml_a...> wrote:

> Maybe an electric supercharger could handle this?  Heck, what's 
one more 
> 30-amp electric motor?!?
> 
> 
> Gus Schlachter
> VIN 34695
> Austin, Texas








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Message: 15
Date: Wed, 07 Dec 2005 21:39:06 -0000
From: "David Teitelbaum" <jtrealty_at_dml_optonline.net>
Subject: Re: Turbocharger availability

Unfortunatly it is not that simple to calculate air requirements. The
bottom line though is YES, you CAN use an electric blower to create
boost. In fact many rice burners are doing it. A big advantage is you
can get boost at low RPM's so you can raise the torque curve at low
speeds. You can't do that with a turbo! The big disadvantage is that
you can only get around 4# of boost. More than that and the motor
powering the blower gets way too big. It is also a fairly easy
install, you don't have to mess with the exhaust or pulleys. And no
parasitic load on the motor!
David Teitelbaum
vin 10757



--- In dmcnews_at_dml_yahoogroups.com, Gus Schlachter <gus_at_dml_a...> wrote:
>
> By my calculations:
> 
>   2.8L engine = 1.4L of air per revolution (4-stroke)
>   3600RPM = 5040 liters of air per minute
>   5040 l/m = 178 CFM
> 
> Maybe an electric supercharger could handle this?  Heck, what's one
more 
> 30-amp electric motor?!?
> 
> 
> Gus Schlachter
> VIN 34695
> Austin, Texas
> 
> 
> P.S. Biodiesel smells like...nothing.  It is actual "synthetic" diesel 
> derived from animal/vegetable oils.  The smelly cars are the ones t








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Message: 16
Date: Wed, 7 Dec 2005 13:45:51 -0800 (PST)
From: Marc Levy <malevy_nj_at_dml_yahoo.com>
Subject: Re: Re: Turbos, transmissions etc

Fred said there was a 300HP limit on the trans..  200
may be a typo..

I wonder if Martin has the same typo when he said
200HP was the max out of a Turbo PRV??  DMCH claims to
get 190+HP on their normally aspirated engines.. 
Turbo charger seems like a lot of work for an extra
10HP.

In my conversations with Fred, he said the Legend
engines could exceed 300HP but they had transmission
problems if they went much higher.  They were also
experimenting with electronic boost control (I think
502 may have it, Rob can comment on it).  One can
assume the electronic boost control would be used to
bring the boost on slowly to help eliminate damage to
the transmission while not sacrificing top-end
performance.

--- David Teitelbaum <jtrealty_at_dml_optonline.net> wrote:

> You are really doing your homework! This project
> sounds interesting.
> The 200 HP limit is what Fred Dellis told us. If you



		
__________________________________________ 
Yahoo! DSL  Something to write home about. 
Just $16.99/mo. or less. 
dsl.yahoo.com 





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Message: 17
Date: Wed, 7 Dec 2005 13:47:22 -0800 (PST)
From: Marc Levy <malevy_nj_at_dml_yahoo.com>
Subject: Re: Re: Turbocharger availability

That is the flow at 0 PSI.  How much air do you need
to MAINTAIN 6 PSI?


--- Gus Schlachter <gus_at_dml_austin.rr.com> wrote:

> By my calculations:
> 
>   2.8L engine = 1.4L of air per revolution
> (4-stroke)
>   3600RPM = 5040 liters of air per minute
>   5040 l/m = 178 CFM
> 
> Maybe an electric supercharger could handle this? 
> Heck, what's one more 
> 30-amp electric motor?!?



		
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