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More top end power s362sxe ?

Old 09-24-18, 03:03 AM
  #26  
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Originally Posted by Turblown View Post
Another note on this subject, I had Rob's 3 rotor monitoring EMAP( which is really easy since the Adaptronic has a spare internal 4 bar map sensor for EMAP). Going from a 1.25 to 1.44 turbine housing made close to zero power gains( it was like 15rwhp IIRC), and like a 2 psi EMAP drop. I've done this many times before going from .84 to 1.15, to 1.32 a/rs etc.

https://www.youtube.com/watch?v=tiYqkXK4Ufc&t=10s
This was due to the small turbine wheel that was already restrictive for that given setup. 82mm Garrett Turbine wheel on a 3 Rotor... It'll be incredibly responsive, sure, but at what cost... High EMAP is one of the drawbacks.

Point being that if the turbocharger was sized properly to begin with, a change in turbine housing would have showed a MUCH more dramatic result in EMAP. Howard's car has so much of it due to the undersized exhaust. I'm assuming he does that purely for acoustics/fitment purposes, because from a purely power output standpoint, going full 4" on a turbo that flows 80lbs/min of air would be a no-brainer.
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Old 10-01-18, 03:26 PM
  #27  
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Originally Posted by Lavitzlegend View Post
Sorry this is a very late reply. No one is trying to tell you to ADD restriction anywhere. The point of taking measurements is so that you can FIND where the restriction is so you know where you need to make changes in order to ELIMINATE the flow restriction. You have either intake or exhaust restriction likely causing your problem so you need to find where it is and eliminate the restriction.

Have you made any progress since last year?
Hi guys,

sorry for my late reply. First of all, thank you all for your help and precious informations.

I have no update for you because I made a severe burnout at the beginning of the year and didn't touch my car since my last message on this forum. I will hopefully start working on it again in october or maybe november so your answers come pretty on a good time for me. It seems there is no coincidence^^
The only issue I could figure out was that the rear wastegate never opened. This has probably caused a lot of backpressure, a lot of heat, making my apex crack also.

Howard, I read your document and found it very interesting. A lot of good info. I might have an interest to test your manifold. This dual wastegates system is a pain in the *** for room, as I have an REW in an FC with custom engine mounts, the watercooling of the wastegates, etc, etc...
One thing I'm not sure to understand, why is it best to test the boost creep at low boost?
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Old 10-02-18, 10:48 PM
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Originally Posted by RGHTBrainDesign View Post
This was due to the small turbine wheel that was already restrictive for that given setup. 82mm Garrett Turbine wheel on a 3 Rotor... It'll be incredibly responsive, sure, but at what cost... High EMAP is one of the drawbacks.

Point being that if the turbocharger was sized properly to begin with, a change in turbine housing would have showed a MUCH more dramatic result in EMAP. Howard's car has so much of it due to the undersized exhaust. I'm assuming he does that purely for acoustics/fitment purposes, because from a purely power output standpoint, going full 4" on a turbo that flows 80lbs/min of air would be a no-brainer.
For once I agree with Ryan. lol
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Old 10-02-18, 11:56 PM
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Originally Posted by rx72c View Post
For once I agree with Ryan. lol
lol.

Is this a first? Shieeet.
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Old 10-03-18, 11:31 AM
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Originally Posted by rx72c View Post
For once I agree with Ryan. lol

​​​​​​​
Originally Posted by RGHTBrainDesign View Post
lol.

Is this a first? Shieeet.


Last edited by dguy; 10-03-18 at 11:32 AM. Reason: Kithing kontext
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