Want to go Turbo question about pistons
#26
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#28
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hes copying me on the center section and compressor cover, he wants to try a smaller exhaust housing(it'll put the car rite on if not over the surge line around the 18ish psi mark and up.) none the less they are a custom unit built by PTE and there code is a SC3061RS W/15HEE exhaust side(that there code for v-band)
#30
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Im kinda in the same battle you are about which compression to run. The only reason im concerned if 9.5: is low enough is because im going to be running a procharger @ 22psi. At 24psi, the procharger pushes 1000cfm. I think i should play it safe with 8.9:1's. I doubt your going to be pushing that much air through your engine, you should be fine with 9 or 9.5:1 with any small-mid sized turbo you put on. Just get the turbo then build the engine from there.
Hey NJHK, you may want to include a Forged Internals section of your Turbo FAQ with FAQ on CR's and whats best for what.
Hey NJHK, you may want to include a Forged Internals section of your Turbo FAQ with FAQ on CR's and whats best for what.
#31
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Im kinda in the same battle you are about which compression to run. The only reason im concerned if 9.5: is low enough is because im going to be running a procharger @ 22psi. At 24psi, the procharger pushes 1000cfm. I think i should play it safe with 8.9:1's. I doubt your going to be pushing that much air through your engine, you should be fine with 9 or 9.5:1 with any small-mid sized turbo you put on. Just get the turbo then build the engine from there.
Hey NJHK, you may want to include a Forged Internals section of your Turbo FAQ with FAQ on CR's and whats best for what.
Hey NJHK, you may want to include a Forged Internals section of your Turbo FAQ with FAQ on CR's and whats best for what.
I might ressurrect the FAQ addition thread...
Think I should?
hes copying me on the center section and compressor cover, he wants to try a smaller exhaust housing(it'll put the car rite on if not over the surge line around the 18ish psi mark and up.) none the less they are a custom unit built by PTE and there code is a SC3061RS W/15HEE exhaust side(that there code for v-band)
I would if I were you
Last edited by NJHK; 07-02-2007 at 11:28 PM. Reason: Automerged Doublepost
#35
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Oh well, worst case senario it doesn't do as well as yours, and I get a new exhaust housing and a new flange on the manifold. God I hope I have mail today.
#36
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Prochargers Max efficiency is 1000cfm @ 24psi. And i agree with all you guys, PSI isnt crap when dealing with this stuff. I've learned to work with the compressor map of my turbo to determine the max efficiency. It took awhile to learn how to do it but it really helps pick out the right parts for your application. Switching over to a completely different platform is a kinda challenging tho =P
Hey OP, heres my advice for you. Take about 1-2hrs a week. My job isnt super demanding so i do this all day at work(like i am right now). Get on the forum and search for anything you have a question about or arent completely sure of. For example: turbo sizing. Go through as many posts as you can until you understand the concept of what your looking for. If that isnt enough, jump on google. If your satisfied with the knowledge you now have, do it again with another subject. Now since your looking into doing a turbo, you want to familiarize yourself with EVERYTHING there is to putting a turbo into the car. The thing that helped me the most, was NJHK's Turbo FAQ and HOW TO make your own turbo kit. I read those about 100 times each until i could resite them. Now that might seem like a waste of time, but i guarantee you its not. You will save lots of time and money on buying the correct parts for your car the first time. Please dont take after me and go all out turbo and switch over to s/c, it would normally be a waste of money lol. So get your butt familiarized with that search button. Its gonna be your best friend until your build is done.
#37
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I dunno if you should ressurrect it, if enough people have input =P I would at least add something about CR's.
Prochargers Max efficiency is 1000cfm @ 24psi. And i agree with all you guys, PSI isnt crap when dealing with this stuff. I've learned to work with the compressor map of my turbo to determine the max efficiency. It took awhile to learn how to do it but it really helps pick out the right parts for your application. Switching over to a completely different platform is a kinda challenging tho =P
Hey OP, heres my advice for you. Take about 1-2hrs a week. My job isnt super demanding so i do this all day at work(like i am right now). Get on the forum and search for anything you have a question about or arent completely sure of. For example: turbo sizing. Go through as many posts as you can until you understand the concept of what your looking for. If that isnt enough, jump on google. If your satisfied with the knowledge you now have, do it again with another subject. Now since your looking into doing a turbo, you want to familiarize yourself with EVERYTHING there is to putting a turbo into the car. The thing that helped me the most, was NJHK's Turbo FAQ and HOW TO make your own turbo kit. I read those about 100 times each until i could resite them. Now that might seem like a waste of time, but i guarantee you its not. You will save lots of time and money on buying the correct parts for your car the first time. Please dont take after me and go all out turbo and switch over to s/c, it would normally be a waste of money lol. So get your butt familiarized with that search button. Its gonna be your best friend until your build is done.
Prochargers Max efficiency is 1000cfm @ 24psi. And i agree with all you guys, PSI isnt crap when dealing with this stuff. I've learned to work with the compressor map of my turbo to determine the max efficiency. It took awhile to learn how to do it but it really helps pick out the right parts for your application. Switching over to a completely different platform is a kinda challenging tho =P
Hey OP, heres my advice for you. Take about 1-2hrs a week. My job isnt super demanding so i do this all day at work(like i am right now). Get on the forum and search for anything you have a question about or arent completely sure of. For example: turbo sizing. Go through as many posts as you can until you understand the concept of what your looking for. If that isnt enough, jump on google. If your satisfied with the knowledge you now have, do it again with another subject. Now since your looking into doing a turbo, you want to familiarize yourself with EVERYTHING there is to putting a turbo into the car. The thing that helped me the most, was NJHK's Turbo FAQ and HOW TO make your own turbo kit. I read those about 100 times each until i could resite them. Now that might seem like a waste of time, but i guarantee you its not. You will save lots of time and money on buying the correct parts for your car the first time. Please dont take after me and go all out turbo and switch over to s/c, it would normally be a waste of money lol. So get your butt familiarized with that search button. Its gonna be your best friend until your build is done.
But yes, please read the FAQ. When I get ultra bored, I'm seriously thinking about adding to it and even adding to existing questions to be more detailed.
#38
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whoa there. You asked me months ago if I wanted in on the project so that you would have someone to do it with. Not my fault you decided things as I was still learning. Plus, I tried to change several things around, but gotta face the fact that I think the way your doing it is the way to go.
Oh well, worst case senario it doesn't do as well as yours, and I get a new exhaust housing and a new flange on the manifold. God I hope I have mail today.
Oh well, worst case senario it doesn't do as well as yours, and I get a new exhaust housing and a new flange on the manifold. God I hope I have mail today.
Doc, go with a 3076R variant....
I spent about a month specing out compressor and exhaust housings to run close but not over the various surge lines at possible PSI out put and while sticking in the 76-78% efficient range.
if you have any questions about that turbo or housings shoot me or Tim(ngalaxytimmyo) a PM....
just tryin to help.
Last edited by 06black; 07-03-2007 at 10:47 AM. Reason: Automerged Doublepost
#42
Senior Member
Not necessarily
This is where playing with ignition timing is key. There are many ways to fight knocking besides going with higher octane that can be successful but retarding timing is usually a great way of doing so.
The big advantage to running a higher octane and gaining power is that you can run a more aggressive timing advance with higher octane because it allows a higher resistance to detonation.
This is where playing with ignition timing is key. There are many ways to fight knocking besides going with higher octane that can be successful but retarding timing is usually a great way of doing so.
The big advantage to running a higher octane and gaining power is that you can run a more aggressive timing advance with higher octane because it allows a higher resistance to detonation.
playin with timeing is key as you stated but do remember that your ing advance plays a big role in EGTs and Spool times
no worries man...i've got plenty of work to do but i just dont wanna!
Last edited by 06black; 07-03-2007 at 10:53 AM. Reason: Automerged Doublepost
#43
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Wait, that might sound backwards.
From my understanding, advanced timing helps in spool timing...
Last edited by NJHK; 07-03-2007 at 11:00 AM. Reason: Automerged Doublepost
#44
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so as a general rule...more timeing=better....and the single bigist limit on timeing is fuel octane, then air temps, ect
#45
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(it's nice to have a convo with someone who isn't spewing **** and we are discussing)
#46
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and to tie into your post from above...i just cought this but the disco potato is the gt2876rs i'm running the a gt3076r center section with ceramic ball bearings and the housings that PTE built.
its eather going to run as perfect as can be or way the **** off..l..but i've ran the formulas and done the homework so i'm confident in this turbos ability to preform to my sepcs and it supports way more HP then i need(wicked CFM rates) so i can always go higher if i so wish
#47
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a motor can only take so much timing, when this line is crossed. rod bearings go boom.
to make another correction, more timing, does not equal faster spool, less timing does.
#48
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with the lower timeing numbers the spark falls closer and closer to an open exhaust valve, on that note it also will increase EGT's....i've done some work on dans spark maps and i can predict what mine will look like over the next week with the start of tuning on my set up..lots of timeing out of boost(in comparison to the on boost areas) and less in the cells under boost....it'll be crazy different from my SC maps.
i cant see our motor on pump or even 110 hitting the critical timeing area where a rod barrings might go, its just efficient enough(in a thermal since) and the heads don't flow enough to keep the head temp's down to help prevent pre-det from high IAT's
not saying its impossible, just unlikely.
#49
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the way i have set up my turbo cars in the past is, little to no timing, dump fuel = fast spool time.
this is what the big name turbo car racers do.
anti lag is just that, dumps timing. yes egt's skyrocket, but it is managable, if you control the fuel side of it.
this is what the big name turbo car racers do.
anti lag is just that, dumps timing. yes egt's skyrocket, but it is managable, if you control the fuel side of it.
#50
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I'm just sticking with stock compression pistons. With the stock eaton and 2.5-2.6 I should only be making 15-16 psi boost, so that with 9.5:1 is no problem. Couple that with the fact that I'm severly upgrading my intercooler system, during winter, IAT2 could be as cool as ambient air