LET'S TALK TURBOS-LOSE THE LAG (HOW TO IMPROVE BOOST RESPONSE)
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- เผยแพร่เมื่อ 30 พ.ย. 2020
- HOW TO: QUICKER, BETTER BOOST! HOW DO YOU IMPROVE THE BOOST RESPONSE OF YOUR TURBOCHARGED MOTOR? LET'S TALK ABOUT ALL THE WAYS YOU CAN IMPROVE THE RESPONSE RATE OF YOUR TURBO COMBO. HOW DOES TURBO SIZING CHANGE THINGS? HOW ABOUR A/R? IS THE COMPRESSOR MORE IMPORTANT THAN THE TURBINE? WHAT ABOUT THE MOTOR ITSELF? CAN YOUR NA COMBO CHANGE THE RESPONSE RATE? THE BIG QUESTION HERE IS HOW DO YOU MAKE BIGGER, BETTER BOOST?
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Holdener is a legend 🙌🏾
Great video! Completely demystified yet another part of all the builds we are trying to put together. Thank you!
This is a great chat time. Thanks Richard.
Thanks for the free education ... Today I learned of something I've never heard of "quick spool valve" now I gotta educate myself on this item ... I'm glad I haven't bought my turbo part just yet ..this may just be a game changer for me !!!
The Lancia Delta S4 from the 80' had supercharger and turbo on the 1,8l.
It was a killing machine!
Really, really great talk, thank you
Thank you Richard!
LQ4, BTR stage one torque cam/Springs, gt45, diy turbo kit. Budget turbo build for a 4x4 k5 blazer. Thats the plan thanks to You! Thanks for the knowledge sir!
Nice Video Richard, lots of very good examples in your presentation Tom V
Glad you enjoyed it
Thank you Richard!!
Great information Richard,I’ve learned more from your test then in 47 yrs of reading and building my own stuff and my buddy’s projects.Your test are among the best there is,I would put you up with Jenkins,Nicholson and Smokey .I understand your test,love the 5.3 ls test the best na or turbo.I got a crazy idea for you a duramax diesel turbo on a 5.3, it has variable vane turbo.I don’t know how you tolerate the wannabes asking dumb questions and motors nobody cares about.I did love the Cadillac 500 test. The little Gm V6s are great and they will run even stock.Had a 3.1 in 92 Corsica and a 90 3.1, I would watch that with interest .Love your Vlogs!!!!
THOSE GUYS ARE LEGENDS-I'M MORE OF A KNUCKLEHEAD
🔥🔥🔥🔥 great content man
This was a great discussion! Probably one of the best I've seen you do ever! All those little details that people are talking about are simply about 2%, 3%, 4% gain that's for competitive drag racing if you absolutely positively have to be the fastest and that's your edge. Rod stroke ratio doesn't matter until you're going more than 6,500 RPM.
Why do you say that?
@@exploranator Dwell time at TDC and friction on cylinder walls have zero effect on power below that. Long rods increase dwell time for complete combustion at high RPM. Friction on the wall with steep rod angle increases drag exponentially at high RPM. Also the forces of inertia want to shoot the pistons through the head. long rods slow down more before reversing direction. Eases the shock going from up to down. That's the dwell.
What I usually do is: hybrid or garrett GT style turbo, stock or RV cam, rising boost curve, small intercooler and BIG downpipe.
Works just fine.
For the Honda D and non vtec B series i mostly saw people running a .63ar turbine. I had a t3t4 .63 on my b18b1 and it was dead till 4500rpm. I switched to a .48ar and the thing lights off whenever you want like a factory turbo. I'm running it at 16psi and I just starts running out of breath at redline so its great if your power goal is 250-300hp.
Would be interested in hot side or cold side sizing test - if you haven't built one yet, not a big deal to use go up/down a size if there's a non-trivial win
The most interesting thinbgs for me would be seeing what can be done on a completed setup. So modifications wirh different spark timing to help spool, Lean spool, Turbo blankets (Which are said to help spool) aswell as insulation for headers for example. Also Porting manifolds and eshaust housings would be interesting to see. Especially Gasket matching on turbo/manifold and Manifold to head. i see a lot of potential there especially with cheaper parts!
What I've read to be critical to boost response so far is the volume of exhaust manifold pre-turbine that each cylinder can see. If all else is equal this increases the effect of the blowdown pulse, which is basically free energy (pushing the exhaust out doesn't cost much power, but VE changes due to backpressure at overlap certainly does).
For example an inline 4 with a 'close coupled' twin scroll turbo might have 6" between valve and turbo flange on the short legs and 12" on the long legs, and each cylinder can only pressurize its own runner plus one more before everything goes through the turbine. If you have a flat 4 with a high mounted turbo, even if twin scroll, you've got 3-4 FOOT manifolds and the turbo isn't as responsive. Compare twin scroll Lancer Evolution vs twin scroll Legacy 4th Gen vs low-mount Legacy 5th Gen/FA20 WRX. The shorter manifold cars have better response even though power and torque peaks are similar.
Another thing about twin scroll manifolds is that they avoid 180 degree blowdown on I4's, 120 degree on I6's, and 90 degree blowdown problem on cross-plane V8's, which is generally worth 3-5% VE by itself.
In terms of response, NA and Turbo cars react to Cam overlap differently as well...
The other thing in terms of response, is manifold runner size to the turbo... Yes smaller 1.25" runners to the turbo flange improve response with little to no affect in back pressure up to 800whp on a 4cyl... Morrison Fabrication did an in depth comparison showing this.
the size of the up pipe going to the turbo on subarus definitely effects response. So on moderate to large sized turbos (for a given engine) it's definitely something that should be considered.
I know it would be silly as hell but a big bang episode with a 2.5L gen2 Ford Probe engine would be a great video.. The KLDE is a super under-rated motor.
schrick cams across the pond makes/made a 288/272 cam for the bmw b20m engines , it was meant for turbo setup
na was 272/272 sport , 288/288 semi and 302/302 race (high idle)
does a 288/272 cam work in a na setup proberly :)
Please Do a Step By Step Dyi Blow Throw Carb . Turbo install . Where Lets say U . Buy each parts . off the inter net . I have a Small Block Ford with a Carb . Thank u .
From what I read about divided vs undivided turbine housings is the divided supposedly spool a little quicker in a proper setup but I'd imagine there has gotta be some reduced flow from the vane reducing volume of the housing.
It’s just a thin divider, not restrictive at all
Maximum boost by corky bell I think that's his name. Fantastic book even thought it's from the late 90s
Planning on using the Mercury Racing air to air manifold and a tvs1900 to feed a 7685 and a water to air to cool the charge on a k series in a mr2.
Mad K24 in a MR2! Respect!
Thanks
Garrett's turbine exhaust flow charts.....I noticed that you can use Borg Warners turbo selector (Match Bot) to produce exhaust flow numbers (lbs/min) which can then be used in the charts. How do you correctly use that data along with the charts when choosing different A/R housings? I assume you would need to chose a housing where all the points fall below the lines(pressure ratio by turbine flow) in the chart? Or does something else factor in? thanks!
I don’t know the answer to the manifold size question but I would love
To see the test🙏🏻🙏🏻🙏🏻🙏🏻
I have one I haven’t seen. I used to hear that the v-band inlet turbine housing spool up faster then the regular t4 4 bolt turbine housings. You should do all 3 with the same are v-band vs t4 open vs t4 divided
@@mattsautoservice3553 that's what I always say. So when I went to comment I was surprised to see you had beat me to it! P !
I like what Ferrari did with their 80s F1 turbo car--the 126C2.
When the driver shut the throttle, a butterfly valve shut in the turbo compressor intake (cut down on surge at 70 PSI boost?). Then a couple valves opened and admitted air and fuel into the exhaust just before both the turbine inlets, and the resulting blowtorch powered the turbines and kept them spinning. Nice flame effects.
Me? I don't race anymore.
I just press the gas pedal a little sooner on a twisty road.
ANTI LAG-THEY ALSO HAD SPRAK PLUGS IN THE EXHUAST AND DUMPED FUEL
I'd like to see some tests with variable valve timing and tuning it to " kick in" when boost comes in or if it makes more power engaging before or after the turbo comes up on boost.....
IF VARIABLE VALVE TIMING HELSP NA POWER-IT HELPS TURBO POWER
id like to see test comparing valve overlap / boost/ power. more power na is more power boosted but what about efficiency?
Thankyou
Check out Banks' latest video on his super turbo monster truck motor, he's discovered issues blowing through the screw style whipple super charger.
Until he backed off alittle
You know the thing
Review the compressor map for the turbo compared to the engine by itself. The turbo has to be above its most efficient point when it's working its hardest. The idea is that when you roll onto the throttle, the turbo goes through its most efficient phase as you spool and max out the system. A pair of 58mm tubos on a 6.0 would be a responsive setup!
I would like to see the Gen 3 Hemi 392 comparison, stock intake, sniper intake and then the edelbrock Hemi intake. Especially under boost on all 3.....????????
There are diesels that use a blower/turbo combo but they use a blockoff plate on the intake of the supercharger(making it run in a vacume) and bypasses the it when the turbo comes on boost
THAT WORKS WELL-LIKE THE LANCIA DELTA INTERGRALE GROUP B RALLY CAR
I went from watching Richard's videos and dreaming about swapping an LS in my old truck, yesterday I pulled the trigger on a turbo, Boy I hope I chose well, wanting 700 at the tire( responsive as possible) like those 125,000 Raptors. Have a 6.0 truck Norris Trailblazer SS on the fence about keeping my 317s or going 799 the turbo is a VS GEN1 BILLET S475/83 T4 1.10 should that be about right for 800ish at crank? How about on 91/93 gas with the 317's at that power level.. because if not I might as well add some compression.
Richard, why is controling the wastegate with boost pressure not mensioned? With a 3/4 port controller you would plumb boost pressure to the top of the wastegate diaphragm and keep it shut not allowing any early opening of the gate which happends on "dumb" wastegats. Essentially reaching the boost target earlier since non controlled gates always leak, and more in proportion to the pressure that they see. 10lb spring will be fully open at that pressure sure, but it would start opening long before.
THIS DOESN'T CHANGE THE SPOOL RATE OF THE TURBO (WHICH HAPPENS BEFORE THE GATE OPENS), IT JUST STOPS EARLY BLEEDING OFF-BUT IT ALWAYS A GOOD IDEA
So anti lag is air and fuel being lit in the exhaust pre turbo correct? Accomplished by killing spark to a cylinder(or more?). I'm assuming then that as long as the air fuel ratio is correct it will burn amidst the exhaust gas. With a diesel killing spark and getting fresh air and fuel past the combustion chamber isn't really possible. What do you think about propane and compressed air injected into the exhaust manifold for anti lag? I thought about trying to spin the compressor wheel with compressed air aimed right at it as well but you mentioned it didn't work. I have a stock turbo diesel and it's a dead turd until 2500 rpm and boost. I want that fixed without the complexity of adding a supercharger, because I've thought about that for sure I have a m90....
Sorry I missed this live feed. So twin GT45's would double the backpressure capacity of the setup, but does it also double the horsepower potential? I.E. Does a 5.3L LS with twin GT45's = HP capability of ~1200hp? Different tack - We have a 2014 Ram 3500 with the Holset VGT. The actuator has crapped out right around 4000hrs (as expected). Is there a better way to resolve this issue than buying a "rebuilt" (most likely just harvested from the junkyard and tested) replacement or the City Diesel $900 upgraded replacement?
Would twin gt45 clones on a LS1 be enough for 1000 to 1300hp and what kind of boost pressure on a stock bottom end with correct ring gap?
1990 Chevy Lumina
The five three is the best boost block LS there is. Because the small diameter piston is less likely to knock under heavy boost. The same reason all the oems are 95 mm and less now for piston size. That's on the efficiency motors and all the foreign engines.
Hey Richard I was wondering if you have any advice for me. I’ve got a completely stock factory sealed 6.0 lq4 from a 2007 classic Silverado. I’ve got a dna gt45 clone and a 60mm dna wastegate on it. But I’m having issues with making boost. I’m making about 7psi spiking at 3500rpm dropping to around 5psi by 4000. The wastegate spring I’ve got in there is 12psi but I can hear it opening at around 5psi.
In your opinion do you think my pre-turbo back pressure is too high causing the wastegate to open up early?
"Latest" GM 4.3L is LV3. Jost Performance has swapped one into a Grand National, lots of fabrication work for the lower and upper intake.
what a waste of time put a v8 in it the v6 garbage is just that garbage
@@amandagirl8042 From a practical, financial and reliably standpoint, a v8 would be better. I don't think the LV3 is a garbage. It's essentially an LT1, with 2 cylinders chopped off. The performance shop that did this swap, they already have several turbo v8 swaps in their G-Body cars. They wanted to do a one of one and they can because they have the resources, financial, and fabrication skills to do so. You know man to each is his own.
@@charleslowe522 yep it's a 262 ci engine. Take that divide by 6 then multiply that by 8 equals 348 or 349
I looked into this quite a bit. I currently have a turbo lq4 swapped Grand national and considered swapping to the new 4.3L. it is roughly 200 lbs lighter than an iron block LS like the LQ4. The cylinder heads flow and perform similarly to the Gen 5 head. But at the end of the day as mentioned it is actually more work to swap it in than an LS or an LT. There is no off-the-shelf manifold to convert it to port injection. there are no off-the-shelf turbo manifolds like hooker makes for the LS which are great. it's not well established how much horsepower the direct injectors can support even if they were swapped to the LT4 units given that there are only six of them. It does use the same front end accessory drive as the Gen 5 V8 which comes with the same power steering challenges. after spending quite a bit of time considering it I didn't see much point other than the purely emotional reason of having a v6 in the Grand national but then again it's not the v6 that came in it.
Could you make a C32 Amg supercharged V6 a compound setup where the supercharger feeds a single turbo setup if so how much hp would you be able to get all us m112k motor guys only get about 450hp on modded setups.
Using remotely mounted injector, much the same connection as back pressure sensor, you can inject fuel into your turbo hot side. Ferrari played with this concept on the 488. (Not sure if they implemented) its way more efficient than two-step, as it doesn't heat the valves.
Richard could do this on the dyno pretty easy. Maybe diesel injector is better? Obviously its little more technical than that, but its something along those lines. What you think?
Great vids but can you do some diesel stuff?
Hey Richard, all 3, a centrifugal, roots, and turbo would be funny lol!
You forgot the whipple
What is a good turbo for a honda k24a2 to make about 500wheel hp max. Looking for alot of response since i want to AutoX and track it..G25-660? G30-770?
23:00 seen a fan clutch set up that gets the supercharger out of the way by simply throwing out at a set rpm. by that I mean stops being driven.
Also for that other video regarding leaving a stock cam in it and allowing the turbo to make the power. you would have to run more boost to get the same power output correct? and couldn't the more boost have a negative effect on power, like if you live in a hot area and maybe the intercooler is having a hard time? Like running a stock cam 5.3 at 17 psi sounds a lot more dangerous than a cam 5.3 at like 8-10psi.
cam, springs and boost is usually best
what about water injection in place of octane to tame detonation?
Cylinder heads kinda goes with the less boost more power affect..
In the rated turbo output added to the NA? Rated with the HP of the engine
I think that exhaust cutout question was referring to having the cutouts post-turbo, not sure if you answered it from that perspective. Basically, how much does exhaust backpressure after the hotside affect spoolup, boost, and exhaust manifold pressure?
if the exhaust is big enough to support the power level-there will be no gains from cut outs-if the exhaust is too small-then there will be gains from increased exhaust flow. Improving the exhaust flow after the turbo is very helpful
How much horsepower do you think I'd be pushing if a had an LQ9 with LS3 heads, LS6 high lifter cam, LS3 43lbs injectors, LS3 90MM throttle body, 1¾ long tubes, cold air intake and lq4 intake
When are you going to do tge big bang k24a2? Or have you done that already?
Thanks heaps for sharing your knowledge :)
we started with 4 different turbos on the k24
I see the cold side are similarities the hot in the fact that the more free flowing they are the more power you will make.
Few things. First, thanks for this video. I can listen to you talk about motor shit for hours. I listened my whole long ride to work.
Next: someone asked about a cutout. You kinda switched gears on that and maybe assumed he was talking about the wastegate. He was talking about a cutout. Which I just put one on my down pipe. Made what I can feel was a pretty noticeable difference. How can I be sure? Well it’ll light the tires up at 70-80 mph with the cutout open. Close it, no tire spin. That’s my scientific test lol.
I have some ideas for you.
The intercooler pipe test you mentioned, you need to use the same intercooler, so just use one that has an inlet as big as the biggest pipe size. Of course use adapter couplers. Maybe even try staggered sizes. Say the turbo has a 2.5 outlet. Run 2.5 to intercooler. Then on the other side of the intercooler run 3”. Would be interesting to see if there’s any effects. And try it opposite. The air is hot and expanded on the turbo side so it could be bigger, then it’s cooler out of the intercooler, so maybe it’ll have better response with smaller pipe on the engine side? Just some ideas. I have many many more.
EXHAUST CUT OUT? IF YOU INCREASE EXHAUST FLOW AFTER THE TURBO-IT CAN HELP
@@richardholdener1727 yes, I know. But a question you were answering....you kinda got sidetracked. Lol.
Son had a Vega with a 350 sbc with Lunati race cam, etc set up for drags. I t had 3000 stall,holley strip dominator, etc and was driven daily on the street. Wouldn't idle below 1500, and had low vacuum. changed to Rhoades' hyd lifters and got the idle down to 900, and improved drivability, and gained some vacuum back. Couldn;t you use rhoades lifters to improve spool-up on turbo response?
it might
I do have a factory cross fire intake and throttle body off a mid 86ish firebird. If you are interested.
I would love to see that intake with a moder ECM, and coil on plug ignition!
@@randallmason9687 question you would consider trying a LS cam for it?
Would two GT35s at 12 lbs on a 385 hp 394 ci FE with short headers turned around and the turbo close and with the two turbos how big of an intercooler would I need. The goal is 700 hp and 600 lbs ft . Compression Ratio is 9.5:1 intake is a Holley Street Dominator single plane and 750 Holley rpm peak desired is 6100-6200 , cam 27OS 224@.050 .531 lift 110 LSA and 50 degrees overlap. Head flow 265 cfm. I have this engine in the car now., would widening ring gap at this level? I forget the gaps, but the pistons are 4032 forged that built in 1999. I am basing it on 386 hp though it likely makes 425. Do I need a balance tube after the intercooler?
I'm curious to see a boosted low reving combo. Curious about the Triton V10 with a turbo. How do you turbo a motor like this where it's not ment to rev to the moon but is large displacement? Can I turbo it the same as similar displacement LS? I like that T76 with larger AR. But would it be responsive in a heavy truck?
we added boost to a 440 Mopar, 454 Chevy, 455 Buick and 500 Cad
I think if you look at modern turbo engines you will find that the twin-scroll setup is common (BMW N54 engine was twin-turbo and when the N55 came out it was a twin-scroll). This allowed for less weight, less, plumbing, and quicker spooling without sacrificing upper rpm performance. They develop boost extremely early (1+bar at the low 2000 rpm range). I believe someone makes a quick spool valve assembly for the T3 or t4 flange that directs all the airflow to the outer side of the turbine until boost pressure reaches x number and then the valve opens up to allow full flow to both sides. It's all mechanical and quite simple. I believe originally made for Diesel Cummins applications (HX35?), but the Japanese car guys started using them for gas applications. The Y pipe or manifold should not be divided (we are not using the twin scroll to benifit from exhaust pulses in this application). It is simply there to increase velocity before the turbo can generate reasonable boost. In effect cutting the AR in half until boost reaches x number. It would be an easy test on the dyno to get actual numbers and the boost map with and without any other changes than the quick spool valve.
As far as variable vane turbos I only have experience with the ones used in VW/Audi diesels. They are complicated and prone to failure (the vanes jamb up).
I enjoyed watching your video and learning from a guy with so much knowledge and experience. Keep up the good work.
the twin scroll is not why they stock motors build boost so fast-its turbo sizing
@@richardholdener1727 Understood. Sizing for intent (build boost at low rpm for a mid HP increase and a flatter torque curve vs same engine designed max torque/hp above 3000 rpm).
The title says "lose the lag" and using a twin scroll (not for its inteded purpose of taking advantage of exhaust pulse) and adding a quick spoole valve you could kind of have the best of both worlds (large AR for the 3K and above and building considerable boost at 1800-2200 rpm). Sizing still very important.
Great information , just curious of your thoughts on variable nozzle turbos?
not sure on longevity
@@richardholdener1727 true, lots of moving parts but porsche has been using them for years not sure who else other than dodge on my shelby back in the 90's
Richard, will running a carburetor with e85 and an intercooler reduce air charge enough to not necessitate as much ring gap. I put .028 and .030 in my 388 for the expectation of running boost, but I am wondering if I will be leaving power on the table NA.
that ring gap changes (almost) nothing in terms of power-keep the gap
Please do a 2.3 lima
Build my twin turbo kit Richard!!
I have stock 98 350 Chevy vortec engine was wanting add RV cam or torque style cam for towing. What would be good turbo for around 400 or 500 hp.
look at the GT45 video that posted today
Wondering what you would recommend for an offroad rock buggy 6.0L ls turbo build. Looking for around 800-850hp, high low end torque, and be able to run 91 octane as anything higher is hard to come by where I live. Love your videos and would love to know how you would build a motor for this application. From your videos I'm currently leaning towards a 7875 turbo with .96 a/r, twins may be easier to package though. Would also like to know what cam, and any other info you could provide.
A TURBO LS FOR A ROCK CRAWLER?
@@richardholdener1727 yes. It gets both trail wheeled and raced on hard core obstacle courses. Right now I have 550hp na ls and it's a bit sluggish out of the hole until after 3500 rpm. So trying to both improve that and add more top end as some of my competitors have 840hp and pull away on the straights
Just out of curiosity would back pressure help if the wastegate was installed on the hot side of the turbo housing. The reason I ask is cuz I seen this on sloppy mechanics where Matt had welded wastegate off the exhaust housing off the turbo.
THERE IS NO NEED TO WELD THE WASTE GATE TO THE HOUSING EXCEPT TO MAKE IT FIT
4.8 with 243 heads ported and pol polished summit stage 4 cam how much power
LS3 twin turbo AGP kit, mounts on the bottom.. wanna make 1000.. 6262’s T3 .82 3 5/8 discharge, 2” compressor outlet or 6467 T3 .82, 3 5/8 discharge, 2.5” compressor outlet.
Thanks for the upload, very instructive. I'm in the process of building a bbm 451. I messed up and ordered a s475. It has an a.r. of 1.32. Do you think a horse power goal of 750 to 850 is feasible. Does my n.a. h.p.need to be kept down to around 400 or will 500 be okay. I'm just wondering because I was going to run trick flow heads but from what I've read they say run just average cast heads. Do you think the s475 will carry power close to 6000 r.p.m......thanks
THE S475 CAN MAKE NEAR 1000 HP SO YOU ARE FINE
Thank you very much for the reply. I really enjoy your videos. Happy holidays and keep pumping out the videos
Bahaha he said rotary when talking about heads!! 🤣 Snuck a good one in there lol
Have you ever tried a 5in turbo outlet on the hot side because I have seen you talk about 3 1/2 in to 4in so I was wondering it would less back psi
4.5 is the biggest we have run
I would like to know if you took FE log manifolds and reversed them, say two passenger side logs reversed them so the exits are facing forward with a 2.5 crossover pipe and a mount for the turbo on the passenger side and the exit pipe under the passenger side of 4 inches and split it into twin 3 inch pipes into an X and 3 inch pipe to exit in front of the rear wheels. I am thinking about a GT 45to a water intercooler and to a hat on a 750 3310 on a 4.1 bore 3.984 stroke V8 420 ci. What should my hp goal be ? And NA ? I keep grabbing old threads.
A GT45 WILL ONLY SUPPORT 700-750 HP
Building a 5.3, s475 1.10ar, ljms stg 1
I have a 5.3L LS and a VS racing Gen 2 7875. I'm gaining more peak boost as I reach higher MPH. I know I can use boost by speed and things like that to fix this but why is it happening? Is there anything I can do to fix it? Is my 44mm wastegate too small?
Earlier EVO event. Feed it fire.
Hi Richard got a ls 5.3 stage 3 turbo cam. Just got a Borgwarner s480. How much power you think id make on stock bottom end? Did I go with a right size turbo? Will i need at least 100 shot Nitrous to spool it? Thanks in advance for any info sir.
we have run the S4580 on 5.3Ls, the cam and turbo size will be softer than it could be, but you won't need a 100 shot
Most of the things that increase horsepower naturally aspirated, do so by increasing the air/fuel mixture through the engine (displacement, cam, heads, intake manifold, etc). Increasing the horsepower this way would also increase the exhaust energy available to spin the turbo. However, increasing the compression ratio increases the horsepower not by increasingly the air/fuel flow through the engine, but by increasing the amount of mechanical energy extracted from burning the same amount of air/fuel. It increases the thermal efficiency of the engine by decreasing the amount of energy being thrown out the exhaust. It seems to me that increasing compression ratio would actually increase the lag? Just from a theoretical point of view, the closest I've ever gotten to a engine dyno is watching you excellent videos :-)
Why would more compression increase lag? That makes no sense 🤓
Building a 300 HP @ 5,000rpm 4.7 Jeep 6 stroker for my 2,200 pound Crosley drag car. Redline is 5,500. Leave on trans brake at 2,500. Peak torque 300 @ 4,500. What turbo for 500 HP, in case I want to go faster? I watch every video and have learned a great deal. At 79, I'm not too old to learn, haha.
the cheap GT45 would work for that-also a GT35 might work if the hot side was big enough
Not a comment but rather a question. I noticed you mentioned something about 6 cylinder engines. Looking for some information/feedback for the 3.8 turbocharge v6 custom built setup (8.3:1) for street performance. Possibly a custom cam setup which would raise the operating range far above the stock engine heads and small cam profile. Maybe a fast ramp cam, something that would allow for a lot more mass air flow without the back pressure something that would not have a lot of overlap at higher rpms understanding that duration will increase. And possible turbos for a setup like that. (produce around 800hp while having good turbo response) Any feedback would be appreciated.
do what you can to make the na motor more powerful then ad a turbo to get you where you want to be (800 hp needs a good size turbo)
@@richardholdener1727 Have a PTE 7675 (1200hp) gotton feedback from others on a PTE6766 (935hp) running 83lbs injectors and c16 fuel.
So that 600hp 5.3 truck motor with 600lb/ft, would the Ebay/dna gt45 be a good choice? Maybe crank it up a few times a year but mostly a daily driven 2wd yukon with a stg 2 or 3 turbo cam.
Yes and yes
What I'd like to see on turbos is a comparison of how a choked hot side effects power. I have an N54 powered BMW and an M52B28 with an HX35 on it and I'm struggling to make the power I think I should make on the built M52, lots of people are telling me it's the hot side of the HX35 is too small but I look at the itsy bitsy turbos on the N54 and question why those tiny turbos could make more power than the HX35.
With a 12cm hx35 on the m53 you should be good for 550ish bhp....after that you want a bigger turbine housing.
Got a question Richard can a stock bottom end 5.3 gen 4 handle twin T7875s
yes-please see the big bang 5.3L video
Wanna put a twin scroll 66 mm with
.91 AR on a 383ci ? 10:5.1 compression wanna make 700hp
Hey Richard, Vodka and Sprite with a Lime slice squeezed would go great after this QnA 🥴
RASPBERRY LEMON DROPS
Could you explain the "shuttle valve" that Banks uses in his twin turbo kits in a future video?
I'm sure Gale has a vid on that
@@richardholdener1727 Not that I found, but I just sent them an email anyway. Just being lazy & hoping for a normal answer without having to wade through any advertising jargon being injected into the answer?
@@derrelcarter9401 did you ever find out anything else about the valve?
@@staylebutler9135 He does have a video that sorta mentions it, you gotta wade through several to find it though? Not a real detailed explanation though
Can you throw out a turbo you would recommend for low compression 454 8:1 compression with “towing” cam shaft, is the gt45 still small for this application?
GT45 would work at 7 psi
What does A-R stand for?
@Richard how does splitting from one larger turbo to 2 smaller turbos help with boost response and max HP potential? I'd assume the smaller turbos help with boost response, but will it push through the efficiency map of the turbo more easily because it's a smaller turbo?
if the single and twins are sized to do the same thing-I think its similar response
@@richardholdener1727 I wasn't sure if the smaller turbine having a lower mass in theory, meant that they'd spool faster than a bigger single turbo. But they also only get half of the exhaust flow each. Sounds like a dyno test to me 😀. Two 250hp turbos vs One 500hp turbo
Hey Richard, could you please share what these values mean when you said take 80 multiply that by 16, multiply the answer to .85, and multiply that by .75? To calculate the power level of Deka 80 lb injectors. But what do each of these values represent?
80 pounds per hour injector flow. x 2 (because it take .5 lbs/hr of fuel to make 1 hp so each pound makes 2 hp) then x 8 (number of cylinders-thus we shortened that to x 16) Then, .85 is the multiplier for boost-because you run the boosted motor richer, .75 is the multiplier for E85 because you use more of it for the same power output
@@richardholdener1727 Thank you for explaining, this makes sense. I took a screenshot of this because this will be very useful. Is the equation the same for pump gas except you just remove the E85 .75 multiplier? I'm assuming pump gas would be .85 if racing fuel is 1.0 multiplier. I appreciate you took the time to share
Esslinger!!! 2.3! I would donate a 2.3 just for the episode! D shape head
What if you use a vgt