REMOTE MOUNT TWIN TURBO TEST-MEGA LAGGY LS?
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- Опубліковано 30 вер 2024
- REMOTE MOUNT 4.8L LS TURBO TEST. DOES IT LAG? EXHAUST & INTAKE. DOES THE LONGER EXHAUST LENGTH TO THE TURBO REDUCE BOOST RESPONSE OR POWER? DOES THE LONGER INTAKE TRACT FROM THE TURBO TO THE MOTOR REDUCE BOOST RESPONSE OR POWER? IN THIS VIDEO, I TESTED BOTH INDIVIDUALLY ON A TWIN TURBO 4.8L LS.
Richard you’re such an OG for this my man😂 taking up the entire dyno room with pipes in the name of science!
IT WAS A SERIOUS MESS
OG means original gangster or old gangster right I disagree I think he is a good guy
@@james10739 it can mean many things in this case i just think its a way of saying richard is a fucking legand
Like how bad means good and ill means cool and men can be women and babies are not born with a gender and riots are called peaceful protest or mostly peaceful and unarmed means he had a weapon man I remember when words had meaning that mattered
@@james10739 I remember when words (a verbal promise) actually ment something too. And im not even 40 years old yet! My how times have changed quickly..... Crazy to think people used to actually do what they said they would do.... WOW
Anyways, Richard is taking all the mystery out of building an awesome power plant. And most of the time he is doing it on my kinda budget!
Alternative Channel name, Motor Mythbusters.
I’d love to see thermal coating testing, header wraps, ceramic coatings, turbo blankets. Things like that.
Investigation into the correlation between engine bay heat vs performance/economy would be extremely educational. I personally observed a three point five mile per gallon reduction in gas mileage effeciency on a trip from Albuquerque New Mexico to Flagstaff Arizona recently. On the leg we got the worst mileage, we vapor locked twice, with the fuel evaporation occuring inside the under-hood section of the fuel line, and/or the carburetor.
Those items are generally used to protect other items in your engine bay not to gain power. Great products and I also use them, but only to increase longevity of wiring harnesses and other items that could be compromised from long term heat 👍
@@salesteam274 That's not 100% true if you can maintain the heat inside your headers instead of the heat escaping it'll actually go down the headers you do gain a little bit of horsepower.
@@Entertainment_Enterprise the general effect will be the same as doing a pull on cold vs hot headers, the more insulated your piping up to the turbo is the better the response will be but horsepower increase is negligible
@@joshuagriego1562 I certainly think a heavier exhaust tube wall thickness and thermal wrapping would conserve a good amount of thermal energy. 👍
It would be interesting to test the effect of exhaust tube diameter on lag.
You’d think the smaller the exhaust pipe the faster the volume fills to spin up the turbo
my thoughts exactly, sure back pressure might be a concern application depending but would definitely help spool time
I think it’s more about energy than volume or speed. Long exhaust means the gasses will cool and loose energy compared to short exhaust.
This is totally anecdotal but on my rear mount gt45 5.3 setup going from dual 2.5 inch to a single 2.5 inch heat wrapped increased my spool by 700-800ish rpm. It definitely affects spool and it's especially noticeable in transient driving when rolling into it but it's hard to say how much of that is heat retention vs size and velocity.
From some old nascar testing done on primary header tube diameters there was a direct relationship between cylinder volume and exhaust pulse speed in specific diameter correlation, the problem mostly seemed to be too small a diameter primary would create a detrimental subsonic pulse speed and HP would drop off, too large a primary diameter had minimal effect in comparison, assuming from that, pipe diameter used for turbos will have negligible effect other than greater surface area for heat loss, just an observation maybe !
Looks like you combined a LS with a Trombone!
Personally, I eat squirrels.
Should wrap the exhaust with header wrap to keep the heat in them. I have built a remote turbo both ways.
Richard opened my thoughts on remote mount turbos, and it's a viable option! There's alot more space to mount the turbo when we aren't confined to the engine bay. Plus we get the heat out of the engine bay. If oiling is required, a remote reservoir and a electric pump can give the turbo it's own oil supply. Many of the builds I"m seeing mounts the turbo in the place of the muffler. The cars seem plenty muffled.
that's exactly my plan for my reg cab shortbox mud truck. if the engine let's go I don't want metal going through my turbo. or vice versa
Personally I blame squirrels
Were you measuring intake temps? I would think the long intake would help with cooling a tiny bit. Not enough to purposely do it but to make sense of the tiny bit more peak power.
Only other wishes were that you wrapped the length of the exhaust to see how much that affected the results, provided EGT, and EMAP readings. Other than that! THANKS AGAIN!
I swear its like people dont realize just how fast that air is moving and that its COSNATSNTLY moving and that the lag is pretty well unnoticeable to most people with a 3500+ stall on a v8 since it doesnt engage fully till the converter is working fully
That's only because you're waiting on the 3500 RPM stall to spool on the street.
@@gofastwclass exactly my point. So the lag to the turbos is imperceptible
@@Shadow0fd3ath24 You're missing his point. Few people are running a converter that loose on the street. Off the line the turbo lag would be immense on a streetable converter.
For remote mount It will have turbo lag because more air will needed to pressurize. Why not put fins on the pipes like computers? Air has to travel through the car anyways! Ask Adrian Newley
Regarding heat loss in the long exaust: What would an insulated long exaust. (header wrap or even a flex pipe over the long exaust tube) Also if a tube was put over the intake tube you could run water beteen the two tubes to create an intercooler.
Excellent question. When testing remote mount turbos on the chassis dyno making several consecutive runs will result in dramatically improved spool up. I can only attribute this to the exhaust system being much hotter therefore pulling less heat out of the exhaust stream before it reaches the turbo. When you think about it from a physics perspective, this makes sense since the velocity of both the intake and exhaust streams at full throttle are quite high (100-200 ft/s easily - pressure pulses in the streams move even faster). This means that covering the extra distance should only take a tenth of a second or less. This would equate to about 50-100 rpm on the dyno depending on sweep rate. But the rpm to reach full boost is much, much later - on the order of 500-800 rpm. That implies thermal factors.
I was thinking the same thing. Header wrap that exhaust pipe. I also wonder if it would improve spool by downsizing the exhaust diameter to keep the gas velocity up. It would probably hurt top end boost, but maybe only when running the highest boost settings. Lastly, I wonder how bad it would be if you put a cat on, e.g. to simulate doing a remote turbo on a late model car. I know the cats pull a lot of temp out, so I know it would be lousy, but the question is "how lousy"?
It depends what you are doing with the engine. For engines under high load for long periods (endurance racing, hauling etc) wrapping the exhaust can create such high exhaust temps that the tube can melt and cave in. This happened to the mod father with his circuit racing holden. Then you have to start looking a either exotic exhaust tube (titainium?) or losing the wrap. For high load for short periods (street/drag etc) its super beneficial to wrap/coat the exhaust as richard mentioned.
Keeping heat in will be better, just like any other exhaust setup, but there is still a large surface area to transmit the heat out. There is probably a break even point where a long exhaust with wrap will preform as well as short and no wrap. But I would think that point is not long enough to be called a remote mount.
TLDR wrap/coatings will probably make any situation better, but it can only do so much, shorter is better on the exhaust, as shown in the video.
What about a ceramic coating? Would that not reduce thermal transfer to the pipe itself providing good benefits
I learned something huge. Length in exhaust affects but in the intake no. That means that an enormous intercooler is not going to make considerable lag
Learned that the hard way myself after being told my small turbo large intercooler wouldn’t work on a 2JZ. I datalogged and debunked that! The tubing has volume but the engine and turbo move massive air and fill that pipe.
If anything a bigger IC has less pressure drop and can probably dissipate heat better
it could be a large restriction to air flow though
In the subaru world going from a relatively inefficient top mount setup to a front mount intercooler typically increases boost onset rpm by 400-600 rpm on the same turbo. We are adding 6 ft of piping though and usually a bigger intercooler core. I doubt the piping makes much difference but the bigger core definitely has an impact. You're trading response for the ability to cool the air much better at higher boost levels.
Is not only the lenght of the exhause. The turbo doesn’t rely 100%on exhaust blowing and spinning the turbine. In fact a vast majority of the force driving the turbine is heat, ie hot expanding gases. On a remote mount you lose a lot of this thermal energy. There are ways to regain some of that thermal energy. Back in the day we experimented with adding cats before the remote mout turbo. And there were noticeable gains. But who would chance it with a chunk of cat making it to the turbine. Another way some of that thermal energy can be re gained is by retarding timing. But its harder on the exhaust valves and you lose power by giving up timing. Now the most extreme way i have seen this done was adding an injector and a coil and plug near the turbo(think mexican low rider flame trowers) this method actually produced better results then turbo front mounted. But it was problematic. We teied this on the 90’s, so we didn’t really had a way to control what was going on with the injector by the turbo. It was either on or off. So lets say we had “issues” with the flame traveling back into the exhaust and exploding the pipes, so we aborted that. With todays available controllers, this may be wort a re-visit.
I’m betting that the longer charge piping is allowing for more cooling and that’s why there’s a couple more ponies at the top of the curve. BUT, this is only a guess! Richard is the king of the dyno cell 🤗
What’s our back pressure saying about all this
YES
This could be the reason sts kits get away with relatively smaller turbochargers.
@@madmod always running into you lol
@@Xxcody3232xX hell yeah! Hey i just ordered a victor jr manifold and was thinking about your vid!
@@madmod that's awesome. Try it out. Haven't got the truck going yet. Need to surface the heads. No compression in every cylinder good timing and valves
Oh yeah, definitely smaller turbos and decrease the exhaust diameter. I would love to see what happens.
@Richard Holdener you have to be one of the hardest working guys on UA-cam. Never short of content or valuable information. I'll keep watching you keep testing.
THNX
Agree
You truly are doing the lords work, thank you for your service!
Thank you kindly
Amen to that! Richard Holdener, the Saint of Boost.
How about doing twins with one 45 and one 80 ?
How does piping size factor in
2 inch of the manifold 2 1/4 2 1//2 3.0
🤔🤔🤔
Now you gotta test different diameter exhaust tubing to see tbe change in spool rate. All the old STS kits claimed thdy gest for bigger or smaller tubing to give as much total flow while factoring the speed of the flow.
am i stupid, or did he only test the longer intake when the longer exhaust was also on?
Lot of people getting ready to pull their muffler out for a turbo! :)
My experience with twin rear mount is higher back pressure ratios than front mounts. Headers work on NA and they work on rear mount turbos, less reversion and it took more timing. Wrap for response. Killer video. Thank you Richard.
so wrap an it improve response
Final conclusion should have also mentioned the importance of keeping heat/energy in the exhaust.
My preference would be to run a single 7675 or 7875 with a 2.25 inch single exhaust feed wrapped real good to keep the heat in.
Run it on the dyno at like 3k rpms for a few seconds before starting the pull to understand how it would perform on the street or off a trans brake.
Great video! Really hope more people will understand that proper rear/remote mount setups don't create a ton of lag. The "it'll take 5 seconds to build boost" and "holy lag!" people are getting annoying. Ha
As I was watching I was thinking about the heat loss on hot side. Part of it due to a video of his where he compared turbos he displayed evidence of lower power output/boost on cold startup vs building heat in the system before the pulls.
Back to back 90s is like adding 15 feet of pipe. So I heard in HVAC school.
that seems excessive
@@richardholdener1727 How tight the bend matters a lot. www.thermopedia.com/content/577/ . I know 15 feet seems like a lot but 15 feet of straight pipe really does not have that much restriction. Your first 90 will be the same restriction as 9 feet of pipe.
Yeah K factors and equivalent head losses for different geometries/fittings. This is interesting however, I believe what you are talking about is in steady state analysis
In a car I have no doubt that there would be a many tighter twist and turns to make it fit remotely.
A friend of mine had worked with these systems on a corvette back in early 2000. I want to say this one was along side Lingenfelter and his system. Ran the system with 2.25” pipes and no change in compression except for replacement cylinder head gaskets. Also twin GT 30’s. You would see a much larger difference. Watch “Nugget Garage “ . Probably an 11.0:1 4.0 1uz doing 1000+Hp. He used 2.25” pipes as well I believe.
With the pipes you have there the thermal energy is completely lost .
Wrapping the exhaust in heat wrap greatly improves the response rate in remote mount..
Richard have you tested wrapped exhaust vs not for hp and spool?
Wrapped vs Ceramic Coated
...vs Ceramic & Wrapped??😈
As well as different diameter size I want to do a single rear mount on both cold and hot side diameters.
So if you run Remote Turbo ad Anti-Lag?
Epic!!
The best, most informative dyno session I’ve seen yet!
Thanks Richard
Same test but with 6.0L please lq4 preferably
Something I believe turbo tuners are not talking about is LAG TIME. A Response Quotient, is needed to explain lag time in a real world application. Dyno power of a turbo is impressive, But is the power there when you need it ? We need a Response Quotient
that can't be generated on an engine dyno
Mr. Holdener, a question.
We know that a certain amount of exhaust pressure is needed to drive the turbo and that amount varies for each combination.
However, is it possible to use a second wastegate to regulate excessive back pressure without interfering with the function of the primary wastegate's boost controlling duties?
The engine test that comes to mind was the GT45 single on the 454. It had massive backpressure at low boost but an excellent response. If the engine could have seen the same boost but with half the backpressure it would have been acceptable for street use.
Sounds like a cool idea.
If you dump back pressure you'll lower boost. That's how the waste gate works. Unless the turbo is already choking.
I'd guess that if the turbo is sized correctly then the backpressure won't be an issue...
If you're trying to use a small turbo for response in a max effort build then it may help some but youre still going to be overspinning the lil guy and creating lots of heat.
@@yolofullsend I was thinking LOW boost truck engine. Off idle boost would be great for that engine.
@@fascistpedant758 But what if you regulate the maximum exhaust pressure at 5 psi more than the turbo needs? The first wastegate would be set for what boost you want, say 7 pounds, but the second turbo is set at a level the turbo will never need to provide that boost it would just shed excessive pressure.
Follow what I'm saying???
You could address the lag like we did in the old days, add a shot of nitrous with a pressure switch to cut the nitrous once the boost came in. Worked best with remote mounted solenoids so that the nitrous faded out as the boost rapidly increased.
Take into account that all that charge pipe will be getting cooled as the vehicle is driven
Your load in to full boost cancels the increased area on the inlet side plumbing. With an automatic transmission, you would like wise never know any difference. With a manual transmission, re-boosting the intake charge piping could make a difference after a shift. Having said that, only girls lift off the throttle while banging gears on a turbo car :)
This one is one of my favorite videos on this channel.
Hi Richard! Been watching your videos and learned more than i thought😁. Like i told vefore, i'm going to use the gt45 to turbo my 1999 E55 amg. Now i'm balancing between rear mount and enginebay. The car puts kickdown at big load under 3400rpm, so i'm a bit worried if the rear mount lose too much responsiveness on part load... Sure i'd heat wrap the crap out of the exhaust to preserve heat energy but still.
On the other hand, engine bay is tight for the 17kg joypill, but possible. Rear mount would allow me to keep the expensive mid length manifolds and keep the car driveable until everything is ready... Help me decide oh wise one🤭
Please do this with 2 elecrric turbo as anti-lag... and make a big AR ratio on the turbo so the turbo spool less unless the electric turbo is activated.. it would be a on/off turbo maybe?
awesome test. thank you.
You're welcome!
Finally.
Been looking for some real info on these setups...
U all So Need to Test Longer tubes on the water cooler . I see a lot of people are mounting there whole water sys . in the trunk of there car ! .
So basically size the turbo for the power you want and use a smaller a/r
Wow, you do everything! Thanks
I try
what about a/r ? couldnt you achieve quicker spool if the housing is a bit smaller on the hot side??
yes
I assumed the exhaust length would matter more than the charge pipe length for multiple reasons, but I am surprised how little difference the boost path length made. Awesome video!
Fancy seeing you here.
@@pissedoffpistongarage Well hello kind sir! Nice boosted S-10 Corvair you've got there!
@@802Garage shhhhh. No body knows about that yet!😂
Great video and cool information to see. Here is something that I haven't seen any information on and wanted to see what you think. With the added piping on the exhaust you are cooling the exhaust down which means you loose exhaust pressure before it gets to the remote turbo, could you compensate by reducing the size of the piping say 1/4 ID for the last say 1 foot to recompress the exhaust and speed up the velocity of the flow. Would that help with initial spool up and responsiveness of the turbo on the low end?
I love all the stuff Richard does, this one was really interesting
This is a little complicated isn't it, stock truck manifolds can handle a BUNCH. The shorty headers backwards do a tad better, Scavenging? But they'll burn your plug wires up & a pain in the rear. Short exhaust leading to the turbo is more responsive than long. But at the end that big T6 Turbo was more responsive than the littel twins. I've seen other tests where it didn't make any difference between a 2" and 2.5 crossover. 🤯 seems like a person could manipulate the response rate in a single remote by pipe diameter. I'm not putting it in a school bus so I wouldn't need 12 ft. But the exhaust manifold would be the Restriction with a 2.5 opening. Ugh I think Richard said it best when he said just get it together and drive it, it doesn't have to be all mandrel bent perfect👍
What size piping is that on the "remote hotside"? and cold side? I'm sure many would love a 6.0 or even larger! Unfortunately they cost 3-5x as much! The alternative to better "spool" with the smaller motor would be to raise the rpm/stall to meet what ever spool and ET goals you have with a smaller engine. A 4.8 SBE will hit an 8.50 ET as easily as a 6.0 for less cost. Smaller bore motors have a stronger block than the large bore motors as well, making them better for "big" SBE power goals. Not to mention the alum 5.3 has a true Siamese bore. Making it likely it's the strongest OEM block out there. Doesn't' hurt that it's about 100lbs lighter as well.
Hey that was great, real data, as opposed to speculation. Very good to note that the engine seems largely insensitive to the length of the intercooler piping. I t would be interesting to know if on the remote mounted turbo if you could get some of that lost torque back, by wrapping the exhaust pipes, using stainless pipe, having less U-turns in the system and so on.
Keep up the good work.
John's already in here...
AND he already blamed squirrels.😂
im fixing to remote mount a 7875 on my ls miata. i would love to fit it up front but i have ac and power steering and there is no way to get all the piping up front on such a little car. that being said my remote mount will be about as far back as the u-bend in that pipe bc the car is so tiny lol
My 7875 has no issues spooling! Go ahead and do it brother!
I'd like to see figures with heavier exhaust wall thickness and exhaust wrapping...
What an awesome test. I’m thinking about remote mounting a turbo on my F-Body LT-1 Camaro. This should work great.
i have c6 corvette with a rear mount turbo setup. s475 T6 1.10 AR.
makes 800whp at 16.6 psi on E on SBE ls2. no lag at all.
This tells me that the idea of remote a pair of GT45s under the trunk of my 72 Ventura with a 400 or 455 Pontiac should work pretty good. They have lots of bottom end without boost, and don't go higher than 6200rpm, so this would make it easier to launch without blowing the tires off and having a better top end once its hooked... well hooked enough. The idea is to hide the turbos and make it look like a stock 350 with headers, use a stock air filter as a carb hat and feed it through what looks like a flexible snorkel going to the fender or core support. It should mask all the noises too so nobody knows its force fed until they look under or in the trunk. What does 8-14 psi do to an engine that makes 600ftlbs and 550hp NA? Fun is what it does... and probably breaking transmissions if it ever hooks. E85 makes all this silliness possible. Sleepy cars are the best.
should test with heat wrap to see how keeping the heat in exhaust affects reponse, or some cheaper alternative to heat wrap
Insulate the long pipe from the headers to turbo, bet that makrs a different. Boost build time up is not the issue, it's the initial lack of exhaust gas heat.
Did you mod the mic or does it just sound better because of the extended pipes?
I RECORDED AUDIO INSIDE THE CONTROL ROOM
I had a 98 z28 Camaro with a six speed. I was willing to rear mount the turbo and deal with lag until I saw how low the turbo sits and how shity my streets are. Plus the oil sump and pump with all that oil line going to the back of the car. It's just too sketchy. Lose your oil over some road debris or pot holes and smoke your LS1, hell no.
😊 next we need to compare cast-iron exhaust manifolds to headers. On a turbo setup and see what the end result would be? The reason I ask is because. A turbo puts a restriction in the exhaust and headers are made to help scavenge the overlap area.
I’d be interested in seeing a video on turbo sizing for remote mount applications. See if you can get response time up with different exhaust diameters and different turbine housing sizes. Figure it might be a cool follow up.
i went from an s480 t6 1.32 at to an s475 t6 1.10 ar. the spool rate was night and day
@@srninjastar me too but I did it on the 80
Another great video, Richard ! Thanks for that !
In a „real live“ remote system, you would wrap the exhaust tubes to keep the heat and energy of the exhaust gas inside all the way up to the turbo.
This usually helps a lot to keep them more responsive.
The STS remote kit on my 6.4 Hemi is quite responsive and spools really quick.
Really insightful, thank you
I'm interested in seeing a big single in remote mount and Snuffy also
Ok great video. Maybe the first test with the turbo mounted in what would be in the engine bay you could have tested a long dump off the back of the turbo to simulate an exhaust seeing we are looking at more stock appearing setups.
You've got to remember, a street car has the same amount of exhaust whether the turbo is under ther hood or remote mount. Your first test should have that 12ft of exhaust pipe bolted on after the turbo (which would also hinder low end response).
If the post turbo pipe work is sized appropriately to not reduce the pressure difference across the turbine then the length of that pipe should have little impact to low end response. I don’t think there is such thing as too big for post turbo pipe diameter. Having said that, it would be challenging to fit the correct size full system behind a big single turbo V8 particularly in a tight engine bay.
@@BoyRacer141 the diameter of the pipe feeding the turbo doesn’t really matter. it’s the diameter of the dow pipe that does. lots of power can be gain from going to a 3” dp to a 4” and so on. the faster the exhaust can be expelled the more power it will make.
Fabbing that up in the dyno room is awkward enough....
I've got a question: What about Remote Mount Twins with wrapped exhaust vs. not wrapped exhaust? Also Remote Mounted wraped exhaust vs. Front Mounted exhaust(not wrapped and wrapped?
THERE IS ENDLESS TESTING THAT CAN BE DONE
@@richardholdener1727 That is why I watch your channel and others like it. To help me figure out what is best for certain applications. I know one constant, forced induction creates more power. Whether it be supercharges or turbochargers, I look forward to your next video. Because over the last year or so I have learned a lot from you and other channels like yours.
Thanks
Bart
90 degree bends are worse than straight pipe.
Looks like it's really not that much worse.....
So if you wrap your exhaust you can help the response a fair bit. So the loss comes primarily from cooling?
Have you considered running this test but with a single? I'd say its rather rare for a twin remote setup unless it's for a corvette or gto. I believe single remote setups are more common. Perhaps recreate and see what the effect longtubes have on response rate?
Also do you think there would've been a difference if you had increased the length of pipe from the turbo to the intercooler instead of the intercooler to the throttlebody?
Reg cab s10 the exhaust won't be that long
But it would on something like a impala.
Why didn't you mount them 10 foot back without the stupid bends, here in Australia we have a car called culprit, it's a brown Torana and has no lag at all, and it was also done years ago, you never do a exact replica.
bends change nothing
Hey could you tell me best size exhaust to feed my rear mounted turbo? 6.5L stroker hemi on a t6 80mm turbo
Man thanks, this is very informative for something I'm going to do on a truck I have
On the salt flats remote mounting the turbos can be like traction control because the boost hit is way smoother as the exhaust volume acts like a cushion building pressure before boost
Great video Richard. Be great if you showed how to maximise rear mount turbo performance, by showing the benefits of wrapping exhaust, selecting smaller turbo AR, advantages of smaller hot side pipes etc.
Bro, thanks for the upload. I have always wanted to know these answers. U r a legend
Firstly, I have just become a new subscriber and catching up on your content. Good work. I googled rear mount turbos this morning and here you are again!
I see the comparative dyno graphs and I eat this stuff up! Would you ever consider plugging these into a drag race simulator to show how a car that makes less low and mid range (or more top end) power will do in the 8th and 1/4 miles? Thanks.
Great Job Richard!
Would b interesting to see charge pipe diameter changes/IC/nonIC/length and IAT's.
Thx agian!
Big block Ford turbo ? Stock then with heads and cam please
This is good. I can mount my turbos in the fifth wheel and still get boost.
Turbo-trombone.
Allot pipe making funky noises.
Edit: turbone? Nah.
There is lots of turbones available on Amazon
I think maybe hotter exhaust gasses are less dense therefore easier to move. I dunno.
I would like to see this setup with compounding turbos, small turbo close to the motor, big turbo 12-ft away that would fix your lag issue maybe???. Awesome video keep up the good work 👍👍🍻
Interested but practically, you'd never run it that way. If you went though the effort of mounting them underhood you'd never compound in the engine bay. But still, I'm interested to see the result!
Should see if decreasing pipe size increases response. Or increasing size changes it.
So if you run rear mount turbos you need to get turbos that spool up quicker.
interesting the single t6 made more power across the curve than the twins.
Can't argue with the numbers !
Good video !!
I guess rear mount need more time to build pressure on the long pipe to the intake, smaller pipe size will help?
it's not the intake tube length-it's the exhaust length and temp
@@richardholdener1727ah I see, I hear that wrapping the exhaust pipe can help to keep the gas temp?
Do a first gen 1uz lexus v8 motor
The motor doesn't matter if you size the turbo correctly for you goal.
great video. i've been toying around with remote mounting a turbo on my pick up.
Im a youtuber building a 99 Dodge Durango 5.2L twin GT35 turbo. Im a new subscriber to your channel and love the content. Anything I should watch out for after im done building her. A Lot has been done.
cam
Solution, compound charge for lower end torque
That’s why it’s important to keep the heat energy in the exhaust when remote turbo charging. Heat wrap helps a heap. Otherwise your losing your energy before you have used it
Could the difference be heat in the turbo on the exhaust length?
Intake length could help intake temps at the top
Hi your videos are amazing! Please could you do a test with exhaust temps at the turbo and see if wrapping/coating the exhaust would make a big difference? Thanks