I agree with the final drive for sure as I have 4g63t swapped 84 Mitsubishi GSR Cordia turbo with the factory 8 speed super shift gearbox. It has 2 final drives and has a big difference in power and torque and when that td0516g turbo gets on the gate .
So, this is thought is in regards to my Cummins. I went from 2.25” intercooling piping, to 3” intercooler piping, a 3” intercooler that was larger then factory and cleaned up the intake flow as best as I could. My turbo spooled way quicker and I built boost faster. I know this works to a point, but I need to interject. I think there might be a difference between how fast a turbo spools and how fast it builds boost. I’m talking about the actual shaft speed of the turbo. What’s your thoughts on that?
Would you agree that higher compression pistons play a part as well? I feel with Mi-vec coming stock with higher compression could also tweak the results compared to a lower compression evo 8. When I went from an 8.5:1 compression piston on my evo 8 to a 10.5:1 compression piston I feel like my quartermaster triple drove so much easier (less bucking) as well as helping spool. the dyne sheet also showed an increase in spool and midrange torque.
Higher dynamic compression ratio and throttle body suze can also have noticeable influence on turbo spool. Also going from manual transmission to automatic transmission moves turbo spool up to 500 rpm earlier all else being equal.
Fast spool good. Early torque bad. Applying all the torque available to the wheels while the engine is turning slowly will break it. This is the whole point of the waste gate. Boost pressure must be delivered to the cylinders in a steady progression as crank speed increases to take advantage of Angular Momentum. Quite a number of mechanical problems are being avoided if you do things the way the OE Engineers do them. Early high cylinder pressure increases combustion temperature, piston to cylinder wall thrust loading, compression load on the conrod, rod bearing loads, and reduces head gasket integrity. It is, all in all, a very stressful scenario for an engine to deal with, and it will significantly reduce engine reliability. Far better to plan for the engine to perform at the higher end of the rev range and change your driving habits.
a stock cam will spool a stock or small turbo faster but it wont spool a big turbo faster and I'm surprised you didn't say a port job and a bit of thermal management I've got decent results from these things ..
@@Bang4BuckRacing your stroker crank is more volume more volume past the inlet valve will make more velocity in the exhaust manifold assuming didn't make it bigger good port jobs can increase velocity and VE witch makes the engine stronger .
That depends on the turbo and manifold you get. IWG well be on the turbo exiting out the back by the exhaust wheel. Most EWG options put two wg on the each 2 runners of the twin scroll manifold, but some turbos also do and EWG port attached to the turbo. But a twin scroll turbos always needs a twin scroll manifold.
one thing brother
unless you max out, at the end of the straight, the torquier shorter gears will gain speed over longer gearing
I agree with the final drive for sure as I have 4g63t swapped 84 Mitsubishi GSR Cordia turbo with the factory 8 speed super shift gearbox.
It has 2 final drives and has a big difference in power and torque and when that td0516g turbo gets on the gate .
That’s awesome!
So, this is thought is in regards to my Cummins.
I went from 2.25” intercooling piping, to 3” intercooler piping, a 3” intercooler that was larger then factory and cleaned up the intake flow as best as I could. My turbo spooled way quicker and I built boost faster. I know this works to a point, but I need to interject.
I think there might be a difference between how fast a turbo spools and how fast it builds boost. I’m talking about the actual shaft speed of the turbo. What’s your thoughts on that?
Would you agree that higher compression pistons play a part as well? I feel with Mi-vec coming stock with higher compression could also tweak the results compared to a lower compression evo 8. When I went from an 8.5:1 compression piston on my evo 8 to a 10.5:1 compression piston I feel like my quartermaster triple drove so much easier (less bucking) as well as helping spool. the dyne sheet also showed an increase in spool and midrange torque.
I think it potentially does yes. But don’t know forsure. I’m pretty sure my friends stroker I used as comparison is still 8.5 to 1.
Higher dynamic compression ratio and throttle body suze can also have noticeable influence on turbo spool. Also going from manual transmission to automatic transmission moves turbo spool up to 500 rpm earlier all else being equal.
Good to know!
thanks i ll get rid 3076r and replace td05hdr16g10.5t instead of it. already excited
Going stroker is simply increasing displacement hence it would spool even faster if you had a 4liter with same setup
Yup!
Turning revs
I’m all about making power sooner lol
I’ve also heard tubular long runner turbo manifolds kill response and give more top end. True?
Yes that’s true I covered that in the first video I made about faster spool with a few others. The link is in the description of this video
Mivec turbo always make a good power
Indeed they do
@@Bang4BuckRacing Yup But we malaysian all using a 4g93T To hybird To mivec turbo😂😂
Fast spool good.
Early torque bad.
Applying all the torque available to the wheels while the engine is turning slowly will break it.
This is the whole point of the waste gate.
Boost pressure must be delivered to the cylinders in a steady progression as crank speed increases to take advantage of Angular Momentum.
Quite a number of mechanical problems are being avoided if you do things the way the OE Engineers do them.
Early high cylinder pressure increases combustion temperature, piston to cylinder wall thrust loading, compression load on the conrod, rod bearing loads, and reduces head gasket integrity.
It is, all in all, a very stressful scenario for an engine to deal with, and it will significantly reduce engine reliability.
Far better to plan for the engine to perform at the higher end of the rev range and change your driving habits.
What if you increase the intake diameter but not increase the runner length? Would that increase or decrease lag?
That would make it lag more
What about fmic size? Will Too big hurt spool?
To big of ic yes it can affect how fast it hits MACH. Check out part one to this video
a stock cam will spool a stock or small turbo faster but it wont spool a big turbo faster and I'm surprised you didn't say a port job and a bit of thermal management I've got decent results from these things ..
I’m not sure a port job helps increase spool though. More volume means less velocity normally. But haven’t talked with anyone who has tested that
@@Bang4BuckRacing your stroker crank is more volume more volume past the inlet valve will make more velocity in the exhaust manifold assuming didn't make it bigger good port jobs can increase velocity and VE witch makes the engine stronger .
you forgot compression ratio, nitrous and a Spool valve.
Best
Hello
So for a twin scroll turbo do I use a twin wastegate?
That depends on the turbo and manifold you get. IWG well be on the turbo exiting out the back by the exhaust wheel. Most EWG options put two wg on the each 2 runners of the twin scroll manifold, but some turbos also do and EWG port attached to the turbo. But a twin scroll turbos always needs a twin scroll manifold.
i spy Kozmic Motorsports dyno sheet
Good spy
@@Bang4BuckRacing My car is there right now. Should get it back this week after 6 months
@@jeremysteinacker4889 oof yeah that’s the name of the game with this hobby hurry up and wait lol
vtec is actually VVL
First