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Showing content with the highest reputation since 03/14/2019 in all areas

  1. 3 points
    So I got the coolant bled to a point where I could drive it without overheating and run the engine in for 100km. Installed a GFB G Force 3 boost controller on a little bracket I made up that fits in the vent. I can monitor AFR later on when I put another sensor in and protect the engine incase it leans out. So many cool features with this unit. Also had a mate dip the grill in carbon fibre. Came out really good and matches nicely with the ARX kit.
  2. 3 points
    Seriously dude you should stop giving advice
  3. 2 points
    Currently at a stable 20 in.-Hg at idle.....🐢
  4. 2 points
    You are thinking about it wrong. NA engine cylinder inhales 1x swept volume per intake event. Ignoring volumetric efficiency of course. Put turbo onto engine, running 1 bar of boost. Let's ignore the effect of increased exhaust manifold pressure for the moment. That turbo'd cylinder still inhales 1x swept volume per inlet event, but now that gas is at double the density. Twice as much mass of air gets into the cylinder. And the ECU has to chuck in twice as much fuel to go with it. You now have twice the energy (from fuel) released during the combustion event and hence twice the power. It is THAT simple. (Except that it is not, because of the various confounding factors, such as EMP, differences in cam duration & timing, static comp ratio, charge temperature, that all add up to drop us below a simple doubling of power. But we still go up towards double the power, just because we're chucking in double the amount of fuel). All the compression ratio does on top of that is make it possible to burn the stuff the way we want it to and get the mechanical force out of onto the crank. If you have a turbo giving 1 bar of boost, and you have an intercooler that brings it down to near ambient (so we don't have to consider too much extra heat coming along for the ride) then you can compress the charge at nearly the same compression ratio as you would in an NA version of the engine, because the temperature rise associated with the compression event depends on the ratio of P2/P1, not simply the final pressure. In practice, we still need to keep the turbo'd engine's CR lower than we might on an NA version, by maybe a whole ratio point, because it's not just the temperature rise that can lead to detonation. There's a lot of blah blah involved in that, and it is EXCRUCIATINGLY well documented in millions of words on the subject already, so I'm not even going to try. But what is important is that your simple arithmetic leading you to this psi value or that psi value is not the correct way to approach it.
  5. 2 points
  6. 1 point
    No. No it won't. That is, a 10.5:1 NA will not beat a 9.5:1 turbo running 1 bar of boost. Reason? The turbo is stuffing TWICE as much mixture into the cylinder, then compressing it and burning it. It will make nearly double the power just because of that. Think about that for a bit before delving into unnecessary arithmetic that is based on a wrong premise.
  7. 1 point
    Agree with GTSBoy ,Nizmo Man just got lucky I reckon. This is what I found in an engine that came in for repair.
  8. 1 point
    Becareful not to drill too far in with the head drain, because you'll essentially need to remove the head to clean up the swarf you've dropped into the motor lol. I didn't bother with one (wish me luck). I installed some BS harden engine mounts by vibrant or some bs.. the car vibrates a bit and I hate it.
  9. 1 point
    No. A wastegate can either stick open or closed or anything in between, plus a bunch of other unwanted behaviours. So you can either have uncontrolled boost, or barely any boost or any combination of symptoms. A BOV doesn't usually fail such that it just opens up and dumps boost. They do leak, and if it's bad enough you might lose a few pounds from the top end.
  10. 0 points
    Yep, except an s15 can make 200rwkw tuned and around 220rwkw on e85.
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