GT35R Turbo Kit
The oldest drag racers trick is to extend the manifold into the turbo itself. What I am saying is that you make the manifold extend past the flange. What this does is stops the air from being enlarged as it enters the turbo and then being compressed again as it flows into the turbo. This generally creates about 2000-3000 rpm quicker spool. I took the AMS 35R kit and added an extension to my manifold and it works. Most of your import drag racers do the same. I learned of this from Matt Scranton from Scranton Brothers Racing.
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From: driving the 10 second beast in ohio or running lightmods.net
i would say 4200 rpms is more than realistic....i can hit 7psi by 3700rpms with my car ( still not tuned to not beating on it with my new gt35r with equal length manifold setup by www.slickmotorsports.com btw he is now offering kits )
http://public.fotki.com/evodave/auto...ama_and-2.html
but Ryans kit from RNR is super nice also!
http://public.fotki.com/evodave/auto...ama_and-2.html
but Ryans kit from RNR is super nice also!
Originally Posted by Full-Race Geoff
Something you may find interesting is that many honda guys consider this a realtively "small" turbo; you can increase power levels and spool the turbo much more quickly once you go to a better downpipe and exhaust setup than the current crop of traditional aftermarket designs.
how is the AMS 35R different than others? I am only aware of one type of 35R...
Originally Posted by masterevo
The 35R is a bit laggy, but the AMS 35R is not as laggy as others. I have 272s with supporting mods and see peak boost at 4.2-4.5K rpm. I think with water injection, boosting that thing up to 24psi will get u a much more desire result.
honestly man, im sorry but i think you are wrong. I have never heard of this, and there is no way in hell you can pick up 2000-3000 rpm of quicker spool.
Also, scranton just bought a custom manifold from us... they never requested we "extend the manifold into the turbo itself"... We have made many manifolds for many of the fastest import drag race teams and have never done this or even seen it.
Also, scranton just bought a custom manifold from us... they never requested we "extend the manifold into the turbo itself"... We have made many manifolds for many of the fastest import drag race teams and have never done this or even seen it.
Originally Posted by Fast Evo
The oldest drag racers trick is to extend the manifold into the turbo itself. What I am saying is that you make the manifold extend past the flange. What this does is stops the air from being enlarged as it enters the turbo and then being compressed again as it flows into the turbo. This generally creates about 2000-3000 rpm quicker spool. I took the AMS 35R kit and added an extension to my manifold and it works. Most of your import drag racers do the same. I learned of this from Matt Scranton from Scranton Brothers Racing.
In my opnion, a better downpipe and exhaust setup consists of a larger downpipe, larger exhaust (with better routing) and a properly designed exhaust manifold
Originally Posted by ez76
can you elaborate on this? what is a "better" downpipe and exhaust setup?
Originally Posted by Fast Evo
The oldest drag racers trick is to extend the manifold into the turbo itself. What I am saying is that you make the manifold extend past the flange. What this does is stops the air from being enlarged as it enters the turbo and then being compressed again as it flows into the turbo. This generally creates about 2000-3000 rpm quicker spool. I took the AMS 35R kit and added an extension to my manifold and it works. Most of your import drag racers do the same. I learned of this from Matt Scranton from Scranton Brothers Racing.
Geoff, I recently saw the extension piece on a manifold and after looking around a little I found a few people that do it. It seems that Burns are the ones reccomending it. As for benefits who knows.
Essentially, the benefit to the twin scroll design is two smaller collectors as opposed to one large collector, which improves spool characteristics because it does a better job of maintaining pulse energy into the turbo housing. This same principle is applicable to single inlet designs.
It seems plausible to me that designing a tapered collector that extends somewhat into the mouth of the turbo housing, and therefore reducing the disruption of the pulse from the small primary diameter into a large volume housing (and losing energy in the process), could be beneficial *if* properly designed. If this turns out to be a proven fact (as some here assert), it makes the case that collector efficiency is very influential on spool characteristics.
It seems plausible to me that designing a tapered collector that extends somewhat into the mouth of the turbo housing, and therefore reducing the disruption of the pulse from the small primary diameter into a large volume housing (and losing energy in the process), could be beneficial *if* properly designed. If this turns out to be a proven fact (as some here assert), it makes the case that collector efficiency is very influential on spool characteristics.
hey i dont have the time today but if you guys are sitting around with a few mins to spare, try searching for pressure drops in pipes, you should be able to find a few diagrams with pressure loss calculations showing what happens when the overall area hits a point of sudden expansion -- essentially what is being described
Originally Posted by Ted B
Essentially, the benefit to the twin scroll design is two smaller collectors as opposed to one large collector, which improves spool characteristics because it does a better job of maintaining pulse energy into the turbo housing. This same principle is applicable to single inlet designs.
It seems plausible to me that designing a tapered collector that extends somewhat into the mouth of the turbo housing, and therefore reducing the disruption of the pulse from the small primary diameter into a large volume housing (and losing energy in the process), could be beneficial *if* properly designed. If this turns out to be a proven fact (as some here assert), it makes the case that collector efficiency is very influential on spool characteristics.
It seems plausible to me that designing a tapered collector that extends somewhat into the mouth of the turbo housing, and therefore reducing the disruption of the pulse from the small primary diameter into a large volume housing (and losing energy in the process), could be beneficial *if* properly designed. If this turns out to be a proven fact (as some here assert), it makes the case that collector efficiency is very influential on spool characteristics.
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From: Arlington Heights IL
Hey Ryan could you elaborate on what a "full setup" would be. I was thinking headword (valves, retainers, etc) cams, tbe cat delete, intercooler + piping, intake, and somekind of ecu flash or piggy back (I don't want standalone) would be enough. Am I wrong, oh and also what would alcohol/water injection do for this setup. thanks allen