here is a pic of what my setup for 03 will be. it is coming along well and should be at the dyno in two weeks to get it dialed in.


MWW

 

and another one:

 

What kind of numbers are you expecting?

 

thats bad ***!!! where did you get that intake manifold??

 

i am expecting around 750 to the wheels at under 30 psi of boost.




680...i make all of my parts including that PAIN IN THE *** intake!!! i had a NOS backfire and blew the other one i made apart at the seams, so i had to make a new one and i wanted to use three runners instead of four.



MWW

 

I like! Thats quite a exhaust manifold you have there. Could almost stick fog lights in those turbos

 

how did you decide on twins as opposed to a large single?

 

Nice Wastegates!!!

 

the twins will create more hp with less boost and provide a wider power band. at 25 psi they are supposed to make enough flow to support 900 h.p. a single turbo would have to be 35+ psi to make that kind of hp and would take forever to spool. the twins are far superior as long as you can spool them and rotaries are great at that!! i just finished a street car with a similar setup and it runs GREAT!! they spool super fast , dont stop pulling and backpressure stays under the boost level.


MWW

 

I'm still tring to figure out how this is possible If I remember right you can't get something from nothing.

Can you explain?

 

I'm still tring to figure out how this is possible If I remember right you can't get something from nothing.

Can you explain?


when i say BP i mean in the header before the turbo. your engine has overlap, which is the point when the intake and exhaust are joining and open at the same time. so when you have more pressure on the exhaust side than the intake side where is the pressure going to go?.....towards the intake which is going to reduce power for a couple of reasons, one being the fact that 1600 degree air goes back into the combustion chamber! and if the ratio is too excessive it can actually surge the turbo. this is not getting something for nothing since the intake side is where the boost is coming from and the exhaust is waste material and heading out of the system.


MWW

 

That is a twisted setup!

I think I'm afraid already.... I can't even imagine how the guy who pulls up next to you will feel? Even better how your gonna feel in the second before you romp the throttle!

Very nice!

 

Are you talking about scavenging? Because I don't see how it can work in a rotary since valve timing can not be adjusted and pressure (exhaust) is relieved before the intake port sees the chamber again? However, boost prevents this, No?

 

MWM

Who said "twins" were **** compared to a single swap !

LOL ...... we need to start a new forum. That looks like you have been busy, where is the cooling system located now ?

 

Put me down for one of those, please.

 

man that's awesome.. I'd love to make my own manifold(s) and do a complete custom setup.. kinda like they do with Formula SAE cars.. I'd have to do lots of research, but I'd imagine that's an intake plenum of correct size (roughly 2 times the engine displacement)? I don't understand why it's good to hvae it like that, like I said I need to do lots of research, but I was told that most race cars do things like that.

 

apparently, plugging in the numbers to the helmholtz equation comes out w/ that number. my engine builder likes to build em 2.5 times engine displacement, but that's for a piston engine, i dunno if the plenum should be smaller for a rotary.

 

can you explain a little deeper as to how twins do this? i know vinny ten went from a single to twins, and now he's back to a single again. he says his big single flows more cfm at lower boost than his twins.

 

I would think it'd be bigger for a rotary, because they usually flow more air than a 1.3L piston engine don't they?

 

I'm sorry, I must have worded my question wrong. I meant to ask how is it possible to have more boost pressure than exhaust pressure? I can see how you could get close to having the same pressure (in the exhaust manifold and after the turbos outlet on the compressor) but just don't see how it's possible to have less pressure in the exhaust manifold than after the turbo I understand the back pressure comment and how more will cause less hp and more detonation.

 

Hey Marcus.

Lovely set up. Hope to see you run some 7's . From my experiences at turbo specialties, we used to do all the mustang stuff and we did no telling how many back pressure tests to many turbos. The least amount of back pressure to intake pressure possible is 1-1. If you don't have any backpressure, you won't have any drive for your turbochargers. yes 1-1 is ideal and picture perfect. But anything right at 3-1 is better b/c of airspeed. More airspeed you have in your exhaust the quicker the turbos will spool. You just don't want to have too much back pressure or else the turbos will fall on their face. Not enough back pressure and you won't spool the turbos . But with an alcohol BP engine, you won't have a problem above 6 grand . You WILL have some back pressure!!!!! Anyway, good luck and hope to see you succede at the track!

Bryan
www.bnrsupercars.com

 

Wow

 

Hmmm

Bryan go get SAE PAPER SP-768, TURN TO PAGE 25 REF TABLE 2

2 Rotor Peripheral Port Turbocharged

Intake pressure 200.6 Kpa (absolute)
Exhaust manifold pressure 152 Kpa (absolute)
Engine speed 8003 rpm.

This is well below 1:1 ratio, It is possible to achieve and is the way to make maximum %Ve from the engine.
My engine runs below a 1:1 ratio as well, spool is good in my books, could be better with different turbine specs, but as I see it you NEVER get something for nothing.

 

I guess a good way to look at it is you are harnesing the "energy" of the exhaust cycle, it is not just a funtion of the air delivered by the compressor going back to feed the turbine.

The turbine uses exhaust heat as well as velocity + pulse energy resulting from the "explosion" in the combustion chamber to drive the compressor section. it is pretty true for most systems that if you can stay of the WG as long as you can that you realy are getting free energy or power from the turbo charger as the pressure ratio will always be on the positive side of the compressor, some engines though are not as effected by excesive back pressure between exhaust and intake and so can start waste gating much sooner at the expense of in creasing exhaust back pressure.

Either way turbostreetfighters new set up looks pretty nice to me, I am sure it will go as good as it looks

 

wow...

do you have anymore pictures of what your underhood setup? it looks badass