I would like to see you try to explain that to the airport security when the metal detectors keep going off...

 

The heat shields are to keep thermal energy where it belongs, inside the turbocharger system so it can extract that very same energy. Packing your block with ice would be a bonehead move unless you really don't mind changing your bearings every week. Too cold of a thermostat means you are dumping more energy from combustion out of your car through the radiator, energy that could otherwise be used to drive the vehicle. The cooler coolant will be sapping more thermal energy from the block, so each combustion will have to compensate by applying some of its energy back into reheating the combustion chamber every time. A cooler thermostat is not the way to go unless lower power output and worse gas milage is your thing.

 

yo, everyone on these boards is all about HP gains.....porting is all about overall turbo performance, spool time, etc...probably a 0 net HP gain, I would LOVE to pick up 200 rpms of quicker boost with port work or whatever....

 

hmmmmmm, so you are saying that the 4g63 actually needs ALL of the heat it produces? I find that hard to believe, I am sure it can spare a few degrees of net loss.

 

get a v8 with a small turbo and stop complaining...until than...i want to get every whp i can possibly get. sorry if that offended you in any way.

 

haha, f a ford. WHP is good man, but the ratio of hp/peak boost RPM should be low....400 HP @4000 rpm=a value of 10 whereas 400hp @3000 RPM, well you get the point. And man, I am so offended that i could just uh, drive fast.

 

yeah thats cool everyone loves a wide powerband....but unless i get a stroker kit with a turbo upgrade, i know my power band will get narrower as i increase the hp...and thats fine, because it will make up for it. im just curious how much u have to put in to get a large amount of hp leaving the mostly stock turbo in there...i mean if i can get 400+ whp with the stock turbo + housing...+ 02 housing + manifold + port and polishing...well isnt that worth it? rather than another 20 hp for a power band that is narrower.

 

EDIT: Nevermind....

 

I've got a question about porting before the turbo. I wonder if port matching the manifold exit and the turbine inlet would actually hurt responce? By porting these areas you are increasing the cross sectional area of the air passage to the turbo, which will lower the velocity of the air coming into the turbine. At least in theory.
The other thing to consider is that the port matching in these areas should lower the amount of turbulence caused by the gaskets.

So the question is which factor is stronger. Will the decrease in turbulence be enough to make up for the loss of velocity.

All this said, porting after the turbine will help for sure. Porting the turbine exit and the O2 housing will lower back pressure and increase air flow.

 

Hey, there is not that much to port, really, with the twin scroll design. It would be a super super super mild porting job.

 

It depends on a few factors.. you are lowering restrictions in locations where the turbulence caused can foul up flow further down the tract.. If you can get smooth and fluid transitions, you won't decelerate the flow much by enlarging it (At least to match and blend it with the exhaust manifold) Besides, its the scroll portion of it that accelerates the airflow into the impeller.. The difference is our turbos have two scroll openings, in slightly different locations on the impeller, I suppose it lowers spool compared to a similar sized single scroll turbo..

Your right on with the porting after the turbine.. But remember your not decelerating the flow much, your reducing a potential restriction, but again, once the exhaust gasses hit the scroll area, its reduced opening accellerates the exhaust gasses.. Therefore it should result in faster spoolup since more exhaust gas volume can make it in there.. More volume at the same speed will ultimately result in more acceleration at the nozzle. Add a bit of thermal coating where it counts, and the gasses will also continue to expand, also reducing spool slightly.

Like was mentioned earlier, with the right supporting mods, it will result in more power.. But in and of itself, it may not net a huge gain in HP, but will widen the powerband and improve drivability..

 

I agree with what you said. The main accelerating is done in the housing of the turbine.

So the decrease in turbulence is much more significant than the small increase in cross sectional area. Time to get my grind on.

 

Hey Jack,

How's your project progressing?

 

Yeah I'd love an update Jack

 

Results are up with dyno plots. Take a look: https://www.evolutionm.net/forums/sh...ewpost&t=93693