club.liberty.asn.au

Did some intake temp testing to see what kind of temps I see at WOT 4th gear...

Hopefully I'll be able to do a comparison with a Process west TMIC running similar boost pressures

Hmmm my front rad is 1.5 inches thicker so you would think similar on mine.
Where exactly is the sensor?

jslayz wrote:Hmmm my front rad is 1.5 inches thicker so you would think similar on mine.
Where exactly is the sensor?

yeah your front core was thicker...

my sensor is around 5inches from throttle body

More intercooler testing

So last night Dom and I went testing...All info is in the video

Terrific example of the damping effect and the stability it produces!

As long as I keep moving it is great, just get bad heat soak in start stop but redoing my front heat exchanger to a custom on in early Jan to eliminate this.
Not enough air is drawn past it when stopped and fans on.

you do have to keep moving...but it would be the same for a TMIC...

today it was 33-35°c ambient temps...sitting in traffic it to 47-49°c intake...with 2mins of airflow its back down to 8°c above ambient...

Update:

So the new motor is in....I've done 3,500km on it already.

Specs on the new motor

Short Motor
2.6L
Closed Deck
14mm MSR Studs
Double O-Ring Copper gaskets
Nitto I-Beams
CP Pistons - 99.5/9:1
K1 Billet Stroker Crank 83mm

Heads
CNC'd
1mm Oversize Supertech Valves
Tomei Springs
Cosworth In/278 Ex/274 cams
Tomei Cam Gears

Induction
Blouch Dom 3.0xtr 3"inlet 10cm Ceramic Bearing

Also added xtreme lighten flywheel...also clutch is doing something weird(stills holds fine, just bites at odd points, probably because he changed the pivot point)...So I might get a new Jim Berry but with high clamp with organic disc...

So some might pick up why I didn't write "Sleeved"....Well the motor was sleeved but that didn't last long...the company who sleeved the motor said it would be fine the way they installed them...but they didn't last 60km's...So Michael had the motor back out & use a NEW short motor CD & doubled o-ring'd with copper gaskets...

I did around 1,500kms then we did a tune...to see how things would go with the high comp..

So we are hitting 95% IDC with the ID1300's...And can't up the fuel pressure because the pump will run out....So we are fitting a Radium surge tank with twin Walbro 460's...then run 65psi rail pressure to get more head room on injectors.

Also too, I had Adrian write me software for flex fuel, so we added a flex sensor....along with FFS, LC (cruise toggle) and a bunch of other stuff...

End result until surge tank gets installed

Previous setup - 330kw - 25psi
New Setup - 320kw - 20psi

Made 10kw less on 5psi less boost...stoked

Hopefully will have surge tank in by march then re-tune....and UP THAT BOOST....and hoping I don't have to go ID1700

Then when i'm finished...I want to run a mid 11sec with my crap driving...lol

Insane torque curve!

Well done

I dare say however that stock location turbine housing is choking your flow, evident in the torque curve droping off at 5000rpm.

I really would love to see you run something more versatile for your engine. But understand you want to retain that insane spool.

If I may, I think a rotated bw s362sxe twin scroll would fit the bit perfectly.

From the compressor map, surge line at PR of 3.0 (around 30psi) equates to 32 lb/ min of airflow

Working back, 32lb/min on your 2.6 engine, assuming 95% VE, shows spool potential of 3600rpm (that's with 100% efficiency which can never happen so conservatively, with a proper sized 0.91 twin scroll t4 housing and proper twin scroll manifold, twin gates etc, you should be able to achieve 30psi by 4500rpm.

Again from the map, this compressor can hold 30psi on your 2.6 to 8000rpm before hitting the choke line at 73/74lb/min. That's 750 crank hp of flow on e85 with the correct exhaust setup, fueling and tune.

That will extend your torque curve to redline before choking. Now that would make for one mean machine.

Mick

Edited as I had the wrong surge line for 3.0 PR

Great work! Unbelievable that dropped sleeve issue but your CD/o ring/gasket solution sounds awesome!
If you're still single scroll, there's a new have your cake and eat it too solution: mount a TS turbo on a single scroll up pipe with a actuated diverter plate that puts all the exhaust flow into the smaller scroll for spool, then the plate opens to deliver flow to both scrolls for all the top end flow.
A basic Hobbs switch can be used to trigger the actuation point.
I'll dig up a link... https://forums.nasioc.com/forums/showth ... able+supra

Also the radium surge tank opens up the opportunity to run their integrated fpr mounted on the tank allowing for multiple choices of fuel delivery to the rails, eg a dual deadhead setup using 2x -6 lines to each rail with a boost referenced radium damper at the end of each rail or eg on a balance line between rails as but one example

Wow this is exciting... nice work!

Wow, makes me want a look e85, but have to take off DD duties to do it, duoh!

bigBADbenny wrote:If you're still single scroll, there's a new have your cake and eat it too solution: mount a TS turbo on a single scroll up pipe with a actuated diverter plate that puts all the exhaust flow into the smaller scroll for spool, then the plate opens to deliver flow to both scrolls for all the top end

Whilst there is a benefit to doing this (keeping drive pressure higher to a certain point then decreasing once spooled), the true benefits of twin scroll are lost here.

My theory is to use a twin scroll housing in a proper twin scroll setup that allows mbt throughout the rev range, decent valve overlap for improved VE (pulse separation so no reversion and also allows more ignition timing and higher static compression, leaner mixtures etc), and decent drive pressure. The most important part of this though is to use two largw, external wastegates, combined with a medium sized twin scroll turbine housing.

So instead of going with a huge single scroll housing so as not to choke top end flow (or even twin scroll to achieve the same effect), you can have the benefit of good spool with high drive pressure, and use twin wastegates 44/45mm each to release preturbp backpressure once on full boost to effectively increase your turbine housing volume and eliminate Pi/Pe ratio exceeding 1:1.

I like how your thinking Mick...to make the most of the built engine might as well go rotated setup with twin scroll BW..
But I really want to keep the stock location (for now) because I want crack a mid 11 on stock location...then later on if I still have the car, change the setup...

It would be nice to have the torque hold for longer...but honestly the difference between my last setup and this setup is crazy....holds so much longer probs because of the 10cm housing. I'm just keen to up that boost..

I'm keen to meet up in march...we can have more chats about it

Hey mick, you left out the bit about true ts helping with exhaust scavenging?

bigBADbenny wrote:Hey mick, you left out the bit about true ts helping with exhaust scavenging?

Improved VE is the result of exhaust scavenging (thus why I mentioned no reversion and big valve overlap, which is what allows exhaust scavenging to help cylinder filling and thus increase VE beyond 100% of static capacity