Turbonetics turbochargers

[quote="veecee"]the common thing is to keep the compression below 11.5:1 in n/a motors, yet often when a turbo motor is in full boost it reaches 15:1... so i dunno. why not just have an n/a motor that has 15:1. maybe because they dont build heads that can support that much airflow without boost - i dunno. maybe i'm starting to ramble again - dammit!!!quote]

Thats because a N/A car has to pull/suck air in, while a turbo car forces air in. The difference why a N/A car cant really go higher than 11.5 has to do with the mechanics of air. Try sucking in air when ur lungs are already full... not so easy. But a 15:1 is possible if u force air in, thereby helping it to 'overfill' so to speak.

I was just saying, if both the N/A and the turbo'd car had the same final compression ratio (i know, they wuldnt), then the 'starting' compression ratio of the turbo car has to be lower, to make up for the boost, and thats why a actual loss of power is in effect before the boost kicks in compared to the N/A car.

anyways, enough of this.... u'll need a very strong "bulletproof" engine to be able to run high compression and high boost! Althought it will be an awesome feeling to drive a car with that!! 😀

T-cam wrote:

check the new speed n sound with the 1400 bakkie using CA180det with 1000cc injectors and almost 2bar

this is my point exactly. its awesome that he's using the engine, and its awesome that he has similar internals to me and that he's boosting 2 bar and its handling it, and its wikked that his conrods can handle that too - it gives me hope for my setup...

BUT... all that and he has 400hp. i wonder what the same thing on an SR20 would give?

i've heard of a south african vehicle running a 15:1 in n/a, and its friggin quick, but detonation preventative methods are in use aplenty!!!

and you right about the loss of power because of compensation for boost, and most people say that their engines are "bulletproof"...

what i'm getting at is that it i would sacrifice boost for compression if i had to do it again! also remember that cfm is important too. a bigger turbo will push more air in at the same boost psi, raising the final compression ratio and bringin the whole thing closer to detonation!

enough rambling now... SORRY!

jon wrote:

veecee: As much as I hate to admit it I think you are 100% right 😀

The more research I do the more I slowly lean towards a sensible <a href="http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT28/GT2860R_707160_5.htm">GT2860R</a> with a 0.64 A/R, damn you all with your common sense and logic 😂

on the CA18 it will boost nicely from 3000rpm. Same setup as mine. But I like big turbos, Had a T66 on my 7MGTE in my nissan bakkie, boosted only from 5000rpm but man, it made HP.

veecee wrote:

T-cam wrote:

check the new speed n sound with the 1400 bakkie using CA180det with 1000cc injectors and almost 2bar

this is my point exactly. its awesome that he's using the engine, and its awesome that he has similar internals to me and that he's boosting 2 bar and its handling it, and its wikked that his conrods can handle that too - it gives me hope for my setup...

BUT... all that and he has 400hp. i wonder what the same thing on an SR20 would give?

i've heard of a south african vehicle running a 15:1 in n/a, and its friggin quick, but detonation preventative methods are in use aplenty!!!

and you right about the loss of power because of compensation for boost, and most people say that their engines are "bulletproof"...

what i'm getting at is that it i would sacrifice boost for compression if i had to do it again! also remember that cfm is important too. a bigger turbo will push more air in at the same boost psi, raising the final compression ratio and bringin the whole thing closer to detonation!

enough rambling now... SORRY!

So true meneer,by the way has anyone taken on an MR-2 gts

i wonder if, with a little less boost and a little more compression, if he couldn't get to the same figures in a much more streetable configuration???

hennie, welcome to the forum, we've chatted on others! not me, i prefer low down torque... kinda like this 200sx might have, even though i am not really a fan of v8's!!!

but i wouldn't mind an inline6 turbo!!!

no turbo lag there!!!

those radiator pipes look real good. Think Ill get myself some made, ali or stainless??

i dunno - its not mine...

but on all the cars i've seen this done, it was stainless! i dont think ali will be problematic, but maybe more expensive - cos its difficult to bend i heard!

the problem with ali is it cracks. When you bend it, it MUST be new not older than 4 month or so, must be grade 6061 and get it bend by a pipe bending company. I am busy getting my turbo intake pipe bent out of 76mm ali, will see if it works.

never knew that - thanks.

hows all this for a hijack of a thread!!!!

sorry guys!

veecee: No need to apologise, I'm happy as long as the thread provides useful information 😀

Hi Hennie thanks for your input, please could you elaborate on your GT2860R? When does yours start spooling, how much boost are you running, at what rpm does the turbo stop pulling? What is your overall impression of the turbo?

If yours is pulling nicely from 3000rpm with a 0.64 A/R what would be the difference in spool campared to a 0.86 A/R, 500-700rpm?

You are all forgetting something very important its called fuel.
Anything you ever read about boost levels on anything American you can forget about.
They run 93 Octane PON which is equavalent to about 98 Octane Ron or so.
They are also allowed to run 118 MON racing fuel which is about 122 RON.

That CA18 at 2bar boost uses a wicked witches brew of 102.6, Tolouene and Xylene to keep it together.

on a 9:1 compression using our crap 93 RON fuel you will be lucky to see 0.9 to 1 bar boost without major detonation.
I personally wont run a 8.5:1 motor on more than 0.85bar for daily use even with 95 I wont go over that.

The voice of reason has spoken again, thank you Calibrator 😀

Realistically I think I would be fairly chuffed running a 8.5:1 motor with 0.85 bar of daily boost. I am just hell of a intrigued about all the different options out there, I literally cannot seem to read enough about all different topics. I think I may be an addict 8)

that's correct, espesially with this new MSA rules that you're not allowed to mix fuel. So it won't be too long before we're back to the old school low comp - high boost engines.

jon wrote:

veecee: Hi Hennie thanks for your input, please could you elaborate on your GT2860R? When does yours start spooling, how much boost are you running, at what rpm does the turbo stop pulling? What is your overall impression of the turbo?

If yours is pulling nicely from 3000rpm with a 0.64 A/R what would be the difference in spool campared to a 0.86 A/R, 500-700rpm?

it starts around 2800rpm and full at 3000rpm, it spools damm fast, too fast for my liking, I don't like being to much "in boost" when on the open road because even on the slightest uphill you can hear the turbo whine and blowing. I say it feels like around 6500rpm starting to drop off. I run 0.7 bar boost at the moment.

With the .86 I would say more around 4500rpm+.

[quote="veecee"]
hennie, welcome to the forum, we've chatted on others! not me, i prefer low down torque... kinda like this 200sx might have, even though i am not really a fan of v8's!!!

but i wouldn't mind an inline6 turbo!!!

I'm thinking in that line of the inline 6, But what engine. I don't want to go RB, too many has done it. Might go 2JZ - hehe, I'll be hated by nissan fans.

i see the 1jzGTE is "only" 5500 at the importers now. along with the 1UZFE at only 5959 (incl gearbox) they seem to be the cheaper performance alternatives!

Hmmm, think I must start phoning around.