How to build 700-1000 hp 30 psi boost 13b?
 

How do i build 700-1000hp 30 psi boost 13b motor.
1. Which apex seals?
2. Which flywheel?
3 And all other parts.
I think Abel Abbara has that motor, does anyone know what parts he uses?

Im guessing a hell of a fuel setup :D.

Not that much of a deal... This is the easy way: 3rd gen engine, ported on both ex. and int. Jay-Tec intake manifold, Haltech, methanol, Turbonetics T-series, G-Force tranny, Ford rear end and a few things...

Do you have a website for Jay-tec? or at least a vendor that sells their products?

When I rebuild my GTX over the summer(after I'm done playing w/ the stock port right now) I'm going to do all custom porting to it and have that big 'ol purdy T88 on the side for kicks..I'm hoping to build it up in the 800HP range....just gotta get my shop open, lol.

...bridgeport!

(duck and hide) :)

This was their web address:
http://www.jay-tech.com/default.htm

I think that they recently went out of business, but I'm not sure. :(

They had great stuff BTW. The exhaust manifold flange on my 20B was made from two of their 13B flanges.

Re: How to build 700-1000 hp 30 psi boost 13b?
 

is this going in your 1000lbs FC??
:withstupi

Um sorry but 1000hp engine == about 10 secs. to pull up and then go down a quarter mile. rotary's dont run 30 lbs. for more than that. they run 10-15 daily but over that they only last about a week when run that high all the time. I doubt you could run 30lbs on any apex seals for more than a minute at a time.

CJG

somewhat disagree, guys like Chris and Peter have the knowledge and the experience to put together a motor that will handle it.

Peter would do it on stock 3 piece 2 mm apex seals too i bet ya

How do you build a 1000hp 13b?

the question is not so much how as HOW OFFEN!

and the answer is AFTER EVERY RACE!

So true....so true.

It could be done...but as soon as you got down the track...you have to start all over again

Crispeed is making 651 rwhp on a partial bridgeport motor at 31 or 32 PSI with a small shot of NOS. And Im pretty sure that motor lasted the whole season with no problems. Its all in the tuning.

651HP is a LONG LONG way from 1000hp!!

651 RWHP is 813 bhp with 20% driveline loss. He did not say 1000 rwhp.

A Tomcat's fuel pump should do it.

That's still 187hp short of 1000hp :D and any Race Car (like chrispeeds) should only have drivline losses in the 10% or less range

Unlikely. A racecar still has a gearbox, diff, axles, etc, so it's going to have the similar losses.

You think the guys who are making "big power" are going to share all their secrets??? :D



-Ted

once you get higer numbers the % goes way down. power is lost to heat. just think how hot your tranny and rear end would get if they had 160hp worth of heat in them. they'd melt in 2 secs. it wouldn't be much more then 700 at the crank.

Do i need to remind you that it was done on a Dyno Jet dyno which reads 15% less than flywheel? thats 756Hp at the flywheel

looks like you need reminding too, that HP loss thru the drivetrain is a dyno derived 'absolute' thing, its not how much HP is lost thru the drivetrain, its the reading discrepency between the particurlar rear wheel dyno and the true engine Hp output.

Dyno jet system = 15% less at the wheell
Dyno Dynamics = 27% less at the wheels

see my above replies, but yes you would melt it if you were TRUELY loosing 20% of 756HP

i should also point out that Peter's 13B PPT makes 830HP with no extra dowels and he has plans for more boost, higher octane gas and reckons it should easily break the 1000HP mark

crispeed's engine had over 100 passes on it.

the way i see it, you need a peripheral port, a turbo compressor the size of a jet engine, and a steady supply of Depends :D

A race driveline will have lower driveline losses than a normal driveline... straight cut gear trannies have less loss because they only load the bearings in one direction (radially) instead of two directions (radially and axially) think about that... if you have 500lb-ft of torque, and say a 6" diameter input shaft gear (making numbers easy) the gear is trying to force the countershaft out the side of the transmission with 2000 pounds of push - the bearings absorb that. the harder you push, the more they have to absorb. this is true for all of the gears under load in the transmission, and the rearend as well. with bevelled gears in the transmission, let's say a 30 degree bevel again to make the numbers pretty, that would be a 1000lb axial load - trying to shove the shaft forwards or backwards through the case depending on the direction of the bevel. again that's something the bearings have to absorb. eliminating the side load by using straight cut gears means less stress on the transmission, as well as having a lot less sliding friction as the gears wipe across each other (again, that friction increases as you increase the load).

now, one thing to think about, is what GEAR is used on the dyno. You get pretty numbers if you use 4th gear (stock 5-speeds) because 4th gear bypasses all of the gears in the transmission and just locks the input shaft to the output shaft - this eliminates parasitic losses. If you measure driveline losses in 3rd or 5th gear, and then make passes in 4th gear, you'll get some very pretty numbers indeed! (not very realistic though!) Also, I think he's running a solid rear axle, meaning no CV joint losses.

Any way you cut it, 651 at the wheels is extremely impressive (probably 750ish at the crank), but it's still a far sight away from 1000 at the crank!

One thing to mention is that his car is ''only'' running a T72....

That's still only 25 total miles.... :)

Really its 50, unless he pushes it back down the return road :)

And those are the hardest, most engine abusive 25 miles you could imagine

jesus..think about it...a 13b pushing out that kind of power...think of the mass:power ratio...(tiny engine w/ same power as a monster v8+ or I6)

Ah, no...
4th is just a pair of gears just like the others. They just have the same number of teeth for a 1:1 ratio. Remember with spur gears the output shaft turns in the opposite direction to the input shaft so locking them together would be just like putting it in reverse!

DUDE, I love your AVATAR!!!:bigthumb: :flipoff: :evilgrin: