I love your videos Aaron, massive fan of yours. Recently started tuning @ 2021 and my knowledge with tuning just sky-rocketed at 2022 from your videos and with my own studying and talking to various tuners within my country talking about theories and the pursuit for power. Recently also finished my civic with 411whp at 16psi with a GTX3576 on 98 RON, planning to downsize turbo as the spool is too late for my tastes. Anyways enough about me. My take on VE numbers on the table is that it's like bragging how much boost you're running to someone else with a different turbo setup, you can never compare them apples to apples. I just use the VE Numbers to know the trend of peak efficiency so that I would have an idea for Ignition Advance (Less efficient needing more advance and most efficient needing less advance). But for me VE Numbers are the most useful when you're switching different setups and comparing your VE numbers before and after the switch. Or in Drag setups you want peak efficiency to be at almost redline where the motor stays most of the time. Wanted to ask you if you tried the New Garrett G-Series Turbos or the Xona Rotor Turbos both of them having 80% Efficiency. There compressor maps are so broad and aggressive, needing 1.5bar of pressure @ sea level to stay in its peak efficiency zone. Also wanted to ask what's your take between Boost vs Knock Threshold or Mass Air Flow vs Knock Threshold, which between the two dictates the most on knock.
I've always though of VE as the air available at the intake manifold vs what actually makes it out the exhaust manifold, not air at atmosphere vs exhaust manifold. So even if there is 4bar psia at the intake, the ratio of what the engine can flow stays the same, not 300% more. The VE would remain say 95 and not jump up to 285 just because its boosted. Am I in the right ballpark with this thinking or way out in left field?
I agree in that those ratios stay the same generally until the turbine wheel and housing (if turbocharged) become a restriction. We deal with several air pumps at a time in the case of boosted applications, each with different effeciencies and properties.
I love your videos Aaron, massive fan of yours. Recently started tuning @ 2021 and my knowledge with tuning just sky-rocketed at 2022 from your videos and with my own studying and talking to various tuners within my country talking about theories and the pursuit for power. Recently also finished my civic with 411whp at 16psi with a GTX3576 on 98 RON, planning to downsize turbo as the spool is too late for my tastes.
Anyways enough about me. My take on VE numbers on the table is that it's like bragging how much boost you're running to someone else with a different turbo setup, you can never compare them apples to apples. I just use the VE Numbers to know the trend of peak efficiency so that I would have an idea for Ignition Advance (Less efficient needing more advance and most efficient needing less advance). But for me VE Numbers are the most useful when you're switching different setups and comparing your VE numbers before and after the switch. Or in Drag setups you want peak efficiency to be at almost redline where the motor stays most of the time.
Wanted to ask you if you tried the New Garrett G-Series Turbos or the Xona Rotor Turbos both of them having 80% Efficiency. There compressor maps are so broad and aggressive, needing 1.5bar of pressure @ sea level to stay in its peak efficiency zone. Also wanted to ask what's your take between Boost vs Knock Threshold or Mass Air Flow vs Knock Threshold, which between the two dictates the most on knock.
I've always though of VE as the air available at the intake manifold vs what actually makes it out the exhaust manifold, not air at atmosphere vs exhaust manifold. So even if there is 4bar psia at the intake, the ratio of what the engine can flow stays the same, not 300% more. The VE would remain say 95 and not jump up to 285 just because its boosted. Am I in the right ballpark with this thinking or way out in left field?
I agree in that those ratios stay the same generally until the turbine wheel and housing (if turbocharged) become a restriction. We deal with several air pumps at a time in the case of boosted applications, each with different effeciencies and properties.
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