Hey bro , iam working on compound project right now and i need ur advice , iam working on 2 gt35 and both 0.82a/r no need for low response assume just for top end what u think , few days to finish but lets see if my calculation correct also i use 2 wastegate 38mm before the highpressure one and one before the atmospheric one to limit the gaz flow for high range
@@someguy325es right on! I have the rapid spool industries v2 manifold. It’s alright but the wastegate isn’t in the best position for fitment. Love the builds and hope to see more videos!
What size turbos did you use? I just did compounds on a alh tdi. they are the greatest. I want to know a good turbo size for a lower power m5x , like 800hp, 84mm or 86mm crank, solid lifter. I was thinking this 3576 for the high pressure as i have a brand new one with a few rear housings. One more question, You were building high compression high h.p. turbo 2.8 a few moons ago...... My question is , as compression goes up thermal efficiency goes up , v.e. goes down. So over a certain boost you make more power with less compression. Did you just shoot for highest v.e with highest thermal efficency? Or were you just looking for max off boost preformance? or something else completely? Did it do what you expected? Here is my resource.... this d-sport video , if your short on time its around the 17 min mark. ua-cam.com/video/0XAGo1B_w20/v-deo.html p.s. Nice suction jet pump. I make them out of glass often. Sometimes its for lab equipment some times its for water pipe filtration. An elegant solution.
I currently run a 67/66 (3584 compressor, pte turbine) on a forged piston and rod s52. 9 to 1, ape flex, stock ms43. pre compressor w/m, Dual maps, One for pump one for high ethanol mix ua-cam.com/users/shortsvMrw61DnJD0
I have a GT55 promod 88 and an EFR 8474, which is a 68mm inducer. I will probably get a 94mm wheel put in the GT55. I think it would be a waste of time to do compound turbos for only 800 whp. You can make that power on some of the newer tech 64mm turbos and have excellent response. I don’t believe for one second that reducing compression ratio on a turbo application will make more power for a second. I think that’s complete horse shit.
I didn’t watch the whole video but I’m assuming he is calculating that you can pack more air in the cylinder with the larger combustion volume by that’s assuming you were able to effectively scavenge the exhaust gas out and replace it with fresh air on the overlap, which is an extremely optimistic assumption on a turbo motor unless your drive pressure is very low and you have continuously variable valve timing on both cams. I’ll give you $500 to prove it on a dyno.
![[UA] NAVI vs MOUZ | BO5 | IEM Rio 2024](http://i.ytimg.com/vi/CMBYk0cbGoA/mqdefault.jpg)
Dude ur crazy!!!!!!
How much PSI are you about to throw at this m50??? Also the NV makes sense now…you crazy bastard.
I don’t know, 50+ probably. It’s not going to be non vanos, that’s just a mock-up motor
Do you use a traction device like a davis profiler? ( or some other brand/method )
My efi system is a proefi 128 which has its own traction control and boost control
Hey bro , iam working on compound project right now and i need ur advice , iam working on 2 gt35 and both 0.82a/r no need for low response assume just for top end what u think , few days to finish but lets see if my calculation correct also i use 2 wastegate 38mm before the highpressure one and one before the atmospheric one to limit the gaz flow for high range
The only difference is the primary turbo had a 0.60 a/r and the second 0.70 a/r
The compressor side
Did you sell your twin scroll? (The most beautiful m5x s5x turbo manifold in all the land. )
I still have it but would be happy to sell it
@someguy325es what happened to this setup?
@@someguy325es You still have this manifold?
@@Train_ReK I sold the old twin scroll manifold to a guy in France
@@someguy325es right on! I have the rapid spool industries v2 manifold. It’s alright but the wastegate isn’t in the best position for fitment. Love the builds and hope to see more videos!
What size turbos did you use? I just did compounds on a alh tdi. they are the greatest. I want to know a good turbo size for a lower power m5x , like 800hp, 84mm or 86mm crank, solid lifter. I was thinking this 3576 for the high pressure as i have a brand new one with a few rear housings. One more question, You were building high compression high h.p. turbo 2.8 a few moons ago...... My question is , as compression goes up thermal efficiency goes up , v.e. goes down. So over a certain boost you make more power with less compression. Did you just shoot for highest v.e with highest thermal efficency? Or were you just looking for max off boost preformance? or something else completely? Did it do what you expected? Here is my resource.... this d-sport video , if your short on time its around the 17 min mark. ua-cam.com/video/0XAGo1B_w20/v-deo.html
p.s. Nice suction jet pump. I make them out of glass often. Sometimes its for lab equipment some times its for water pipe filtration. An elegant solution.
I currently run a 67/66 (3584 compressor, pte turbine) on a forged piston and rod s52. 9 to 1, ape flex, stock ms43. pre compressor w/m, Dual maps, One for pump one for high ethanol mix ua-cam.com/users/shortsvMrw61DnJD0
I have a GT55 promod 88 and an EFR 8474, which is a 68mm inducer. I will probably get a 94mm wheel put in the GT55.
I think it would be a waste of time to do compound turbos for only 800 whp. You can make that power on some of the newer tech 64mm turbos and have excellent response.
I don’t believe for one second that reducing compression ratio on a turbo application will make more power for a second. I think that’s complete horse shit.
I didn’t watch the whole video but I’m assuming he is calculating that you can pack more air in the cylinder with the larger combustion volume by that’s assuming you were able to effectively scavenge the exhaust gas out and replace it with fresh air on the overlap, which is an extremely optimistic assumption on a turbo motor unless your drive pressure is very low and you have continuously variable valve timing on both cams. I’ll give you $500 to prove it on a dyno.