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Old 07-01-2015, 04:59 PM   #1301
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This type of compounding is fairly common in the performance diesel truck world.

However, most of the guys don't use a computer controlled turbo, instead they use as big as they can spool, and dump the fuel to match.. lol.

Though I have seen one such system that used a variable geometry turbo, along with a fixed blade, that damn torque graph was something beautiful, I'll have to dig it up.
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Old 07-01-2015, 05:02 PM   #1302
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Quote:
Originally Posted by aidandj View Post
<br /><br />I'm gonna take this as a product announcement <img src="http://www.miataturbo.net/images/smilies/smile.gif" border="0" alt="" title="" smilieid="1" class="inlineimg" /><br />
<br /><br />When can I buy the 949 4B11 swap kit. That could be fun.
We are developing bits that fit into our standard practice, N/A with the stock block. It's completely unknown how much, if any power we'll get from the stuff we have planned. Based on the resources, parts, plans and info we have lined up already, I'm guesstimating we'll find about 35whp and another 700rpm with 100 race hour durability. No plans for F/I or swaps. I'll leave that to our friends in Colorado.
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Old 07-01-2015, 05:02 PM   #1303
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<p>
Quote:
Originally Posted by glade View Post
This type of compounding is fairly common in the performance diesel truck world. However, most of the guys don't use a computer controlled turbo, instead they use as big as they can spool, and dump <strong>way more fuelthan is ever needed</strong>.. lol.
</p><p>FTFY :P</p>
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Old 07-01-2015, 05:06 PM   #1304
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<p></p><p>FTFY :P</p>
I'd you ask the uninformed, all the excess fuel helps spool!!!!!!!!!!!


Also, I'm ignorant, time to Google 4b11
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Old 07-01-2015, 05:07 PM   #1305
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Originally Posted by emilio700 View Post
We are developing bits that fit into our standard practice, N/A with the stock (long?) block. It's completely unknown how much, if any power we'll get from the stuff we have planned. Based on the resources, parts, plans and info we have lined up already, I'm guesstimating we'll find about 35whp and another 700rpm with 100 race hour durability. No plans for F/I or swaps. I'll leave that to our friends in Colorado.
^?
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Old 07-01-2015, 05:08 PM   #1306
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I'd you ask the uninformed, all the excess fuel helps spool!!!!!!!!!!! Also, I'm ignorant, time to Google 4b11
</p><p>Not gonna lie. When I have a diesel its gonna roll coal. Don't care how deuchy it looks.</p><p>4B11 is the EVO 10 motor.</p>
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Old 07-01-2015, 05:27 PM   #1307
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Quote:
Originally Posted by emilio700 View Post
We are developing bits that fit into our standard practice, N/A with the stock block. It's completely unknown how much, if any power we'll get from the stuff we have planned. Based on the resources, parts, plans and info we have lined up already, I'm guesstimating we'll find about 35whp and another 700rpm with 100 race hour durability. No plans for F/I or swaps. I'll leave that to our friends in Colorado.
Are you consulting/participating in the cup car development? Or if you told me you would have to kill me?
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Old 07-01-2015, 05:27 PM   #1308
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This type of compounding is fairly common in the performance diesel truck world.
Is the integration of the "exhaust manifold" into the head casting similarly common? I know that GM does it with some of their direct-injection gasoline V6 engines, but I've not seen many others.

Kinda curious to see a cutaway of what those ports look like. And also about heat, frankly. Both with regard to all the extra heat load they just put into the cooling system as well as how that head casting is going to fare in terms of durability after a few hundred thousand km of hot/cold cycles.
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Old 07-01-2015, 05:41 PM   #1309
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Outside of gm, and a few Ford prototypes, the manifold is separated. Now, some of the high end manifolds will have dividers cast in, along with Wastgate paths that dump into the larger turbo, but your talking $2-4k manifolds + turbo, so not many people do it.

Ford was developing a "scorpion" diesel that used a twin inlet design that mimicked the basic idea. Low engine speed would divert air to the outside, (or inside paths, can't remember) decreasing spool, then once at a certain rpm, the air would dump into the middle, acting like a larger turbine.

Really cool tech, but I don't know that they got it ever figured out. I left the dealership in 07, so my knowledge base has dwindled some, (plus, my love of Cummins has taken all of my time in regards to diesel engines)
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Old 07-01-2015, 06:37 PM   #1310
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Originally Posted by hornetball View Post
Are you consulting/participating in the cup car development? Or if you told me you would have to kill me?
Not involved, but benefitting from some of the development work. More info TBA towards SEMA show.
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Old 07-01-2015, 06:50 PM   #1311
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Originally Posted by Joe Perez View Post
I
Kinda curious to see a cutaway of what those ports look like. And also about heat, frankly. Both with regard to all the extra heat load they just put into the cooling system as well as how that head casting is going to fare in terms of durability after a few hundred thousand km of hot/cold cycles.
I would have thought that cooling the exhaust manifold would be counterproductive, and that with a turbocharged engine you'd want to keep the heat in the exhaust gasses until after you'd expanded it across the turbine. Weird.

--Ian
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Old 07-01-2015, 07:04 PM   #1312
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I would have thought that cooling the exhaust manifold would be counterproductive, and that with a turbocharged engine you'd want to keep the heat in the exhaust gasses until after you'd expanded it across the turbine.
I have no idea if they've brought coolant passages through the head into the area of the exhaust manifold, however I can't imagine that the aluminum head would be especially happy about having diesel exhaust flowing through it without some kind of cooling provision.

It's slightly puzzling.

I mean, I understand the desire to cut down on the number of fasteners, gaskets, and discrete castings. Saves weight, manufacturing time and cost...
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Old 07-01-2015, 07:19 PM   #1313
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There were a few Skyactiv cutaways at the Mazda Museum. I know I have at least one picture of the 2.2 on display (as well as the 26B around the corner); I'll look through my photos tonight.
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Old 07-02-2015, 09:11 AM   #1314
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Quoting Automotive Engineering Magazine:
The diesel engine’s boosting setup, comprising a pair of Garrett turbochargers and a sophisticated air-to-air intercooler array, is based on the production Sky-D. It’s the first motorsports use of a compounded turbo system, Tremblay claimed. A large low-pressure turbocharger draws in and compresses ambient air, feeding it into a smaller high-pressure turbo which compresses the air again and forces it into the intake manifold.

Compared with a single turbocharger, the compounded-turbo arrangement provides a greater range of operating efficiency, [SpeedSource President Sylvain] Tremblay said. However, it is more complex and difficult to package in the car. The arrangement is not to be confused with turbo-compounding used on some reciprocating aircraft engines and the Detroit Diesel DD15 heavy-truck diesel, where one of the turbines is connected mechanically to the engine’s crankshaft.

And it’s not sequential like on some gasoline turbocharged engines,” Tremblay explained. “One turbo charges the other and they’re not regulated mechanically in any other way other than by the actual computer control mapping of the turbos. As one compressor stalls, the other picks up that particular boost. It’s a very effective system for the Mazda race diesel.”

Maximum boost pressure used during the race will be in the 50-55-psi (345-379 kPa) range.

Mazda races compounded-turbodiesel, new synthetic fuel - SAE International

Read the entire article, so the first turbo (I'm assuming the one on the block?) spools up runs through an intercooler, than charges the second turbo, which runs through an intercooler then to the intake manifold?


I'd really like to see what the entire piping setup looks like, it sounds fascinating.
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Old 07-02-2015, 09:28 AM   #1315
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Looks like the output of the larger compressor runs through a water-air intercooler into the inlet of the smaller compressor.









I've not found much detail on the second intercooler. The 2014 prototype Tudor car had an air-air intercooler, but that one appears to use a very different plumbing configuration entirely.

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Old 07-02-2015, 10:11 AM   #1316
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Joe, May I steal the second photo?

That thing is gorgeous......I...I need it in my life
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Old 07-02-2015, 10:18 AM   #1317
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*sexy pics*[/IMG]
Article says in race trim it used air-to-air for both? Or did I misread.

That has to be a nightmare to package.
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Old 07-02-2015, 10:21 AM   #1318
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Joe, May I steal the second photo?
I didn't take the photo, just lifted it from some random website. You can print it out onto a geisha pillow and sleep with it for all I care.

(Kind of an odd question...)
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Old 07-02-2015, 10:25 AM   #1319
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I didn't take the photo, just lifted it from some random website. You can print it out onto a geisha pillow and sleep with it for all I care.

(Kind of an odd question...)
When your business partner and close personal friend is a professional photographer, you learn just how common it is for stolen photos. I've seen the bank statements showing just how much of an effect it has once a photo gets leaked/stolen. Last thing I want to do is take money from your pocket, but if it's already public, then never mind.
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Old 07-02-2015, 10:29 AM   #1320
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Pics cuz it did happen:


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