Turbo BS Thread

My wg is leaking again too so time to break out some more lapping compound...

 

Is anyone aware of turbo manifold design software. A little searching around has netted me nothing but the service offered by Burns Stainless.
The software Roost uses doesn’t include variables for turbos.
Any help would be much appreciated.

 

Most people use CAD for the design of their turbo manifold. It helped me with figuring out out how to do my collector and ultimately how the manifold is going to look.
Turbo manifold tuning is really just rule of thumb stuff you read everywhere.
Equal length gives you the best exhaust pulse spacing. ( great for high rpm tuning)
Short length best turbo response (turbo kicks in early down low)(smallest manifold design volume)(may lack high rpm performance)
Use a laminar flow calc to size your pipe diameter. (need to know how much air you plan to push)
Merge collector you don't really want to go crazier that 20*
If you have an external wastegate. Check out wastegate priority. ( can range from perpendicular to parallel design)
For me the hardest part was figuring out how to weld the thing.

 

Thanks! You gave me a few good trails to go down.

 

Also for pipe size here is a good formula to use. It's a fluid dynamics continuity equation.
Going to have to play with the units a bit to make sure everything works correctly. Keep velocity under 300mph. exhaust density ~ 1.249 kg/m3

 

My best pointer is to make the runners as close to the diameter of the heads' exhaust ports.

 

How heavy is that turbo that he has to set it in with an engine hoist?

 

Probably 30-40 lbs.

 

Bro needs to up his protein game

 

Looky here. Got turbo?

 

That one is up for sale. BW EFR 9180. Good for something like what @Hawk373 is doing.

 

Very nice, but you know what I’m up to if I join the FTE team.

 

That I do. We've a spot waiting for you in here.

 

I just sold the s366. I felt sad... but it’s going to a great build. Guy is doing a 2jz swap in this.

 

I have some questions that have been bothering me as I’m trying to decide what CR to go with for a stroker motor.

I’m looking around and the compression (FCR) charts I find aren’t representative of real world 1GR findings of the everyday folks on this forum.
When you look at this chart and consider the 2.5” pulley Magnuson guys that are +10psi with 10:1 CR it goes against the rules of thumb limits I keep finding, eg. 12:1 FCR ect...

Also, what’s the difference of allowing more boost by lowering compression if you end up with the same or excessive final compression ratio numbers?

Without saying it explicitly, Gadget retains 10:1 compression ratio using the Rotrex on a sleeved engine by running a “huge” intercooler. Not sure of the boost numbers he’s getting, but I assume greater than 10psi on his engine.

All these new ecoboost, skyactive, etc engine’s are running significantly higher CR. Though they all sport dual vvti. The GTR engine is the one that gives me some hope, but it has thin plasma sprayed cylinder liners for better heat dissipation; similar to us, has intake VVT, 10.3:1cr and (though it’s an over square bore) similar displacement using 13-14 psi, granted a much lighter higher revving engine with years of R&D, but it’s the closest comparison I can find off hand... and of course guys are pushing those numbers.
Also, the GTR Nismo turbos are similar in dimensions to the turbos I’m considering.

These things just have me thinking and asking why not run 10:1? Looking at the chart, what’s better about running 16psi on 9:1 compared to 13psi on 10:1? Wouldn’t you have better performance out of boost with the higher CR?
*this chart is not taking into account the effect of an intercooler

 

Went to a great home!

 

@Lucario Runner

 

How much power are you wanting to make?

 

Shooting from the hip, 550q to the wheel for as much of the curve as possible.