To get BIG BHP on low boost...
10-04-2005, 06:23 PM
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To get BIG BHP on low boost...
...obviously bung a big turbo on 
..BUT what effects outright BHP...for example you see many YB's using the same turbo but some are having to use much more boost to get the same figure...what is it down to?
Is the head work the most important part???..For example i read on here Neil @ Carwise needed 2.8bar boost to acheive 630 was on a bigger than GT35 turbo???BUT you see others on a GT35 make 630bhp at a lower boost...what effects it on the dyno????As they all use the same set up dont they???..They all go for MAX power....
..BUT what effects outright BHP...for example you see many YB's using the same turbo but some are having to use much more boost to get the same figure...what is it down to?Is the head work the most important part???..For example i read on here Neil @ Carwise needed 2.8bar boost to acheive 630 was on a bigger than GT35 turbo???BUT you see others on a GT35 make 630bhp at a lower boost...what effects it on the dyno????As they all use the same set up dont they???..They all go for MAX power....
10-04-2005, 06:28 PM
#3
DEYTUKURJERBS
High comp, huge ports, mental cams, and so on will get you more power with less boost showing on your gauge, but what does that honestly get you?
Fuck all barring shit driveability IMO
Fuck all barring shit driveability IMO
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10-04-2005, 06:41 PM
#10
Professional Waffler
Originally Posted by Billabong
P = Mean indicated pressure, in psi
L = Length of stroke, in feet
A = Effective area of the piston in square inches
N = Number of power strokes per minute
L = Length of stroke, in feet
A = Effective area of the piston in square inches
N = Number of power strokes per minute
10-04-2005, 06:47 PM
#12
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Yes Ryan....you are correct...and my cam choice will make sure no energy is wasted 
...bit concerned about the head though as it was not done by a cossie specialist but a rover/TVR specialist..but i guess the principle is the same....
Someone please explain what makes for a good head job..
...bit concerned about the head though as it was not done by a cossie specialist but a rover/TVR specialist..but i guess the principle is the same....Someone please explain what makes for a good head job..
10-04-2005, 06:56 PM
#13
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as you said headwork is the same principle across the board, i.e quickest and smoothest route possible. But i expect a cossy head specialist haslearnt a few tricks along the way that maybe others havent?
10-04-2005, 08:49 PM
#15
I've found that life I needed.. It's HERE!!
compression ratio ,cam profile and timing,bore and stroke,intercooler
efficiency,type of turbo,engine management type,
type of fuel used,ignition timing ,to name but a few!
puddy
efficiency,type of turbo,engine management type,
type of fuel used,ignition timing ,to name but a few!
puddy
10-04-2005, 08:53 PM
#16
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Big ports, Big turbo, High lift cams, Long cam durations all add up to make high power low boost.
There is NO ONE thing that makes big power from low boost.
Its all about delivering a quantity of air/fuel as quick and less restrictions as possible.
Boost only rises when either the cylinders are full or the average of all air flow
restrictions add up at high engine speed.
Higher pressure at higher rpm actually slows the air flow down !!!
Engine managment type is irrelivant to final power outputs
There is NO ONE thing that makes big power from low boost.
Its all about delivering a quantity of air/fuel as quick and less restrictions as possible.
Boost only rises when either the cylinders are full or the average of all air flow
restrictions add up at high engine speed.
Higher pressure at higher rpm actually slows the air flow down !!!
Engine managment type is irrelivant to final power outputs
10-04-2005, 08:58 PM
#17
DEYTUKURJERBS
Originally Posted by SECS
Big ports, Big turbo, High lift cams, Long cam durations all add up to make high power low boost.
Swings and roundabouts tho, wont be a nice car to drive.
Nothing wrong with big boost in the slightest, as long as youve specced your comp ratio right theres no issues with it IMO.
The main advantage of a turbo is not needing to have such an emphasis on the mega wild cams, head, etc, you use boost instead so you keep the driveablity, seems strange to me people tuning against its advantages...
10-04-2005, 09:15 PM
#18
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Im guessing, part of the equation is down to the fact that NO 2 ENGINES / TURBOS / CAMS are the same
Im sure if Karl built 2 engines back to back, 100% same components used, same porting etc the power output WONT BE THE SAME.
im sure if Garrett produce 2 IDENTICAL turbochargers, the air flow wont be EXACTLY THE SAME. Close, maybe very close, yes, but not exact.
Over a substantial amount of components used in the build, the power output HAS to differ from one to the other.
Sorta the same principal as computer processor manufacture.
A complete guess, but does sound very much plausible.
Im sure if Karl built 2 engines back to back, 100% same components used, same porting etc the power output WONT BE THE SAME.
im sure if Garrett produce 2 IDENTICAL turbochargers, the air flow wont be EXACTLY THE SAME. Close, maybe very close, yes, but not exact.
Over a substantial amount of components used in the build, the power output HAS to differ from one to the other.
Sorta the same principal as computer processor manufacture.
A complete guess, but does sound very much plausible.
11-04-2005, 12:59 AM
#19
Oxygen, thats the key thing to getting power from an engine.
So you need to consume as much as you can as quickly as possible.
Basically the amount you can consume is a function of:
The volumetric efficiency of the engine
The capacity of the engine
The rpm its pulling.
so if you want big power you need a combination of those, the less you have of one the more you have of another to make up for it.
Now boost increses the VE, so if you lower boost you need to do one of three things:
Rev it harder
Have more capacity
Increase the VE back up by other means.
To increase the VE without increasing the VE you need to either drop the inlet charger temperature (bigger turbo, bigger intercooler), or improve the breathing (headwork/cams etc)
No one thing makes an engine, its a combination.
single best way to increase the power though, especially if its only needed for a few runs is nitrous, you just cant beat 1000psi of cold dense oxygen rich charge.
So you need to consume as much as you can as quickly as possible.
Basically the amount you can consume is a function of:
The volumetric efficiency of the engine
The capacity of the engine
The rpm its pulling.
so if you want big power you need a combination of those, the less you have of one the more you have of another to make up for it.
Now boost increses the VE, so if you lower boost you need to do one of three things:
Rev it harder
Have more capacity
Increase the VE back up by other means.
To increase the VE without increasing the VE you need to either drop the inlet charger temperature (bigger turbo, bigger intercooler), or improve the breathing (headwork/cams etc)
No one thing makes an engine, its a combination.
single best way to increase the power though, especially if its only needed for a few runs is nitrous, you just cant beat 1000psi of cold dense oxygen rich charge.
11-04-2005, 02:31 AM
#20
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Originally Posted by Stu.H
Im sure if Karl built 2 engines back to back, 100% same components used, same porting etc the power output WONT BE THE SAME.
im sure if Garrett produce 2 IDENTICAL turbochargers, the air flow wont be EXACTLY THE SAME. Close, maybe very close, yes, but not exact.
im sure if Garrett produce 2 IDENTICAL turbochargers, the air flow wont be EXACTLY THE SAME. Close, maybe very close, yes, but not exact.
I think what you are trying to say is no 2 engines will be exactly the same
11-04-2005, 11:48 AM
#23
Originally Posted by ImaRacing 700
Yes Ryan....you are correct...and my cam choice will make sure no energy is wasted ...bit concerned about the head though as it was not done by a cossie specialist but a rover/TVR specialist..but i guess the principle is the same....
Someone please explain what makes for a good head job..
...bit concerned about the head though as it was not done by a cossie specialist but a rover/TVR specialist..but i guess the principle is the same....Someone please explain what makes for a good head job..
.It will be another MAD engine then.
11-04-2005, 05:43 PM
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Originally Posted by MADRod
As long as the ports & cams are as Mark recommended it will be OK. .
It will be another MAD engine then.
.It will be another MAD engine then.
Rod, pull your head out of Marks ass please
So hard to tell where Mark ends and you begin
11-04-2005, 07:01 PM
#31
Originally Posted by SECS
[
So hard to tell where Mark ends and you begin
So hard to tell where Mark ends and you begin
Rod
11-04-2005, 07:14 PM
#32
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MADRod, Chill, Its only banter/joke too 
You are right Phil will take advice from everyone, ignore it and do it his own way in his own DIY style !
As for cracking up, I will leave that to your engine block to do
You are right Phil will take advice from everyone, ignore it and do it his own way in his own DIY style !
As for cracking up, I will leave that to your engine block to do
11-04-2005, 07:18 PM
#34
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Originally Posted by RANJ
simon
i think u mean manifold
i think u mean manifold
Seriously, I hope Rod does well !!! - We need a fast cossie to kick some jap ass !
11-04-2005, 08:38 PM
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Steve...just cause you pay someone to do everything...even suck your dick Dont mean we all robots...i get advice from everyone then make my own decision.
Mark dont care...he advises me to the best of his knowledge...he is the King.....i still make my own mind up.
Dont mean we all robots...i get advice from everyone then make my own decision.Mark dont care...he advises me to the best of his knowledge...he is the King.....i still make my own mind up.
11-04-2005, 08:42 PM
#37
DEYTUKURJERBS
No, I specced my own engine, as I understand how engines work, and how to get power and different power deliverys across the revs.
You clearly dont if you have to ask this question, so it might be DIY built, but not specced by you in the slightest in any important aspect (if you need to ask).
So in essence you are like a robot, just the guy whos building it.
You clearly dont if you have to ask this question, so it might be DIY built, but not specced by you in the slightest in any important aspect (if you need to ask).
So in essence you are like a robot, just the guy whos building it.
11-04-2005, 08:46 PM
#38
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Steve...so you never read forums...got advice...it all came from your OWN head? 
You talk bollocks Steve
Go back to internet porn and wanking.
You talk bollocks Steve
Go back to internet porn and wanking.
11-04-2005, 08:51 PM
#40
DEYTUKURJERBS
You dont get it do you you goon
If you dont understand why for example Neil@Carwise needs more boost to get the same power others need less to get, and the advantages and disadvantages of the specs that would cause that, you obviously havent got even a slight understanding of engine tuning for performance, so surely shouldnt do any of the spec if you want it to be as good as it can be for the mone.
If you dont understand why for example Neil@Carwise needs more boost to get the same power others need less to get, and the advantages and disadvantages of the specs that would cause that, you obviously havent got even a slight understanding of engine tuning for performance, so surely shouldnt do any of the spec if you want it to be as good as it can be for the mone.
Originally Posted by ImaRacing 700
PS i dont know shit mate