Slight exaggeration, I’m sure I have felt worse than this since the wreck, but I managed to wipe the memory from my mind. Something is growing that “doesn’t like” me and it feels like I was punched in the face and my eye area is swollen and I don’t see so good right now. Of all my allergy attacks this year this one feels the worst. I’m tired all the time even when I’m not taking the generic diphenhydramine that is also on my list of approved sleep aids, and taking even the reduced dose puts me right out for hours. I spent a lot of time lying down because my leg is treating this like the histamine reaction is because of muscle strains or something and it gets uncomfortable like it’s swelling or something so I have to elevate the leg. Also I still haven’t managed to get my sleep cycle back to sleeping at night and active by day so Mrs. the Poet is annoyed I’m making noise at night and in the bed all day.
On the Sprint-T front, I’m thinking about other directions for making power where I need it for racing while still having a car that is capable of running 87 octane on the street and Interstate without destroying the engine with detonation. One thing that I saw was an article on the Hot Rod magazine web site on running close to the same engine as I’m planning on using a cheap small turbocharger that was too small to even cause the waste gate to open at peak RPM because it lacked airflow capacity, but generated good boost and throttle response in the RPM range I will use for racing. This would require running E85 racing, and somehow only getting enough exhaust to not restrict the intake when running 87 octane (the local unleaded regular blend), or stuff it and don’t worry about it just driving around and bypass all the exhaust around the turbo(s) using exhaust cutouts on the pipes leading to the turbo(s) and just use the stock exhaust manifolds and running the stock camshaft so the engine budget is only the cost of the turbo(s) and the plumbing that connects the exhaust to the turbo(s) and back to the intake, and maybe a Charge Cooler of some kind on the intake side.
I’m looking at a pair of $99 Amazon turbochargers for a 1.8 liter turbo diesel economy car instead of the $163 single turbo in the article because quicker initial spool, desired HP range (the tires I can get plus the light weight mean hooking more than about 400 HP to the ground is a lost cause). The tricky part will be running oil lines from the 5.3l that was never meant to run a turbo to the turbo that was intended for a dedicated OEM turbo installation on a 4 cylinder engine. Not an insurmountable obstacle, just a bit tricky unless the kit includes diagrams for the oil system. And the other tricky part is running the exhaust and compressed air from the passenger side turbo, because everything is directed to the wrong side of the engine for that side, unless the turbo is oriented with the inlet facing forward and the exhaust inlet facing down and the compressor housing is rotated 180° on the driver’s side turbo. It looks like this is possible from looking at the pictures on the listing. Also from looking at the pictures the gas speed going into the turbine is going to be quite high as the inlet is only 1.5″ while the exhaust flange on the 5.3l exhaust manifold is about 2.5″. That means quick spool, but it also means the turbo will be an exhaust restriction at high RPM.
Now before I buy anything I need to price the difference between the turbochargers and traditional performance parts, as in a cam swap kit with valve springs and free-flowing exhaust manifolds. Either way I need to run 2 maps because the 87 octane is going to be optimized for scooting around town and good gas mileage on the highway while the E85 tune is for racing. But the map, and MAP sensor (Manifold Absolute Pressure) is going to be very different between the turbo and NA (Naturally Aspirated) versions. More fun when tuning.
And now that the sun has set my face feels much better so whatever is beating my face up is a day blooming plant. I’ll be back later.