Twincharging, Serious discussion.
#21
I would say its stupid because with just an EFR you can have 350ftlbs for 6000 rpms straight. And any more than that and you're really going to be looking for a transmission stronger than the 6 speed and a new rear end. Once you've gotten to the point of building the engine, this setup, putting in a non-miata tranny, a new rear end, different axles, blah blah blah you can have your 500ftlbs for elevently RPMs with a build LSx and have spent less money and be more reliable.
#25
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Either do I with my experience but theres a lot of BS around about its corrosiveness etc etc.
SC14s are cheap I might as well just run it that way till it ***** the bed.
I cant see any reason why this cannot be reliable.
Everyone agrees that an SC14 setup well engineered can be reliable, and everyone agrees that a turbo setup well engineered can be reliable, Apart from more HP and marginally more engine bay heat I dont see the issue really.
Assuming you can cool the charge.
Im ignoring drivetrain issues for the sake of this argument.
Dann
SC14s are cheap I might as well just run it that way till it ***** the bed.
I cant see any reason why this cannot be reliable.
Everyone agrees that an SC14 setup well engineered can be reliable, and everyone agrees that a turbo setup well engineered can be reliable, Apart from more HP and marginally more engine bay heat I dont see the issue really.
Assuming you can cool the charge.
Im ignoring drivetrain issues for the sake of this argument.
Dann
#31
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So Ive spoken to my machinist/exhaust component supplier and hes cool with me running whatever combo I want on his engine dyno whenever its not in use.
It simply has a hydraulic torque guage and a 5" tacho. Horsepower is calculated from video taken of both. This should be enough to please everyone for accuracy, if not, explain why.
So What Ill do is throw a stock BP on E85 on and run a few blower/turbo combos and try and learn a bit.
The real advantage of an engine dyno so far as I can see is you can build whatever manifold cooler etc designs with **** all effort time or cost because it doesnt have to fit inside an engine bay. No exhaust is required, you can use ginourmous W2A intercoolers etc
I have some T04s and an AirResearch M24 with a 75mm inducer on the coldside and closer to 90 on the hotside, as well as SC12 and 14's. So I guess I should start with stock, move to stock and try and spool the M24, then add the blower belt to help spool it and start doing pulls playing with pulleys.
Then go to the T04 or a GT35r and try and settle on something that will work nice in a car.
I will need a few AIT sensors and a fuel tank but I can build that, Ill just use an 044 and a surge tank.
From there move onto a built engine with hogged out ports and big valves.
Am I forgetting anything?
Dann
It simply has a hydraulic torque guage and a 5" tacho. Horsepower is calculated from video taken of both. This should be enough to please everyone for accuracy, if not, explain why.
So What Ill do is throw a stock BP on E85 on and run a few blower/turbo combos and try and learn a bit.
The real advantage of an engine dyno so far as I can see is you can build whatever manifold cooler etc designs with **** all effort time or cost because it doesnt have to fit inside an engine bay. No exhaust is required, you can use ginourmous W2A intercoolers etc
I have some T04s and an AirResearch M24 with a 75mm inducer on the coldside and closer to 90 on the hotside, as well as SC12 and 14's. So I guess I should start with stock, move to stock and try and spool the M24, then add the blower belt to help spool it and start doing pulls playing with pulleys.
Then go to the T04 or a GT35r and try and settle on something that will work nice in a car.
I will need a few AIT sensors and a fuel tank but I can build that, Ill just use an 044 and a surge tank.
From there move onto a built engine with hogged out ports and big valves.
Am I forgetting anything?
Dann
#32
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Here is the big turbo I want to try. Im going to guess its 1200hp capable. It has a 4" compressor outlet.. I cannot imagine there is a lot of data of something like this used on a BP, Why not I figure.
Dann
Dann
#38
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No what Im saying is that it just happens to be at very high flow for the boost levels the turbo sees because of the effects of feeding into a blower.
You dont need compound boost with a GT35r but we are talking about having turbo small block torque at every RPM. Thats the point of the twincharging.
Dann
You dont need compound boost with a GT35r but we are talking about having turbo small block torque at every RPM. Thats the point of the twincharging.
Dann
#39
If you put the blower between the turbo and the motor, to the turbo it looks like it's feeding a bigger displacement motor. Great for spoolup. Once you hit full boost, you then bypass the blower.
At that moment, the pressurized manifold air will rush out and fill the intake tract between the turbo and the intake manifold. I wonder what it will do
It's worth looking at the control systems used in factory and race team twincharged setups.
At that moment, the pressurized manifold air will rush out and fill the intake tract between the turbo and the intake manifold. I wonder what it will do
It's worth looking at the control systems used in factory and race team twincharged setups.