LET'S TALK TURBOS-LOSE THE LAG (HOW TO IMPROVE BOOST RESPONSE)
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- Опубліковано 29 вер 2024
- HOW TO: QUICKER, BETTER BOOST! HOW DO YOU IMPROVE THE BOOST RESPONSE OF YOUR TURBOCHARGED MOTOR? LET'S TALK ABOUT ALL THE WAYS YOU CAN IMPROVE THE RESPONSE RATE OF YOUR TURBO COMBO. HOW DOES TURBO SIZING CHANGE THINGS? HOW ABOUR A/R? IS THE COMPRESSOR MORE IMPORTANT THAN THE TURBINE? WHAT ABOUT THE MOTOR ITSELF? CAN YOUR NA COMBO CHANGE THE RESPONSE RATE? THE BIG QUESTION HERE IS HOW DO YOU MAKE BIGGER, BETTER BOOST?
Thanks for the free education ... Today I learned of something I've never heard of "quick spool valve" now I gotta educate myself on this item ... I'm glad I haven't bought my turbo part just yet ..this may just be a game changer for me !!!
"Latest" GM 4.3L is LV3. Jost Performance has swapped one into a Grand National, lots of fabrication work for the lower and upper intake.
what a waste of time put a v8 in it the v6 garbage is just that garbage
@@amandagirl8042 From a practical, financial and reliably standpoint, a v8 would be better. I don't think the LV3 is a garbage. It's essentially an LT1, with 2 cylinders chopped off. The performance shop that did this swap, they already have several turbo v8 swaps in their G-Body cars. They wanted to do a one of one and they can because they have the resources, financial, and fabrication skills to do so. You know man to each is his own.
@@charleslowe522 yep it's a 262 ci engine. Take that divide by 6 then multiply that by 8 equals 348 or 349
I looked into this quite a bit. I currently have a turbo lq4 swapped Grand national and considered swapping to the new 4.3L. it is roughly 200 lbs lighter than an iron block LS like the LQ4. The cylinder heads flow and perform similarly to the Gen 5 head. But at the end of the day as mentioned it is actually more work to swap it in than an LS or an LT. There is no off-the-shelf manifold to convert it to port injection. there are no off-the-shelf turbo manifolds like hooker makes for the LS which are great. it's not well established how much horsepower the direct injectors can support even if they were swapped to the LT4 units given that there are only six of them. It does use the same front end accessory drive as the Gen 5 V8 which comes with the same power steering challenges. after spending quite a bit of time considering it I didn't see much point other than the purely emotional reason of having a v6 in the Grand national but then again it's not the v6 that came in it.
the size of the up pipe going to the turbo on subarus definitely effects response. So on moderate to large sized turbos (for a given engine) it's definitely something that should be considered.
Most of the things that increase horsepower naturally aspirated, do so by increasing the air/fuel mixture through the engine (displacement, cam, heads, intake manifold, etc). Increasing the horsepower this way would also increase the exhaust energy available to spin the turbo. However, increasing the compression ratio increases the horsepower not by increasingly the air/fuel flow through the engine, but by increasing the amount of mechanical energy extracted from burning the same amount of air/fuel. It increases the thermal efficiency of the engine by decreasing the amount of energy being thrown out the exhaust. It seems to me that increasing compression ratio would actually increase the lag? Just from a theoretical point of view, the closest I've ever gotten to a engine dyno is watching you excellent videos :-)
Why would more compression increase lag? That makes no sense 🤓
Would be interested in hot side or cold side sizing test - if you haven't built one yet, not a big deal to use go up/down a size if there's a non-trivial win
I know it would be silly as hell but a big bang episode with a 2.5L gen2 Ford Probe engine would be a great video.. The KLDE is a super under-rated motor.
From experience...
Get a good exhaust.
Get an EFR turbo from borg warner.. twinscroll.
Get a good tune...
Done...lol
23:00 seen a fan clutch set up that gets the supercharger out of the way by simply throwing out at a set rpm. by that I mean stops being driven.
Dou you see much value in billet wheels, ball bearing etc?
Having lighter wheels and BBs will have faster, more linear response while cast wheel, journal bearing turbos will do the opposite but when they do start making boost, the torque/boost hits way harder.
0h99hi9
I’m pretty sure cast spools faster than billet. Cast is lighter. Billet can handle higher pressures
@@okevolutionviii one can argue it "hits harder" because its less responsive
@@okevolutionviii I think that's more a function of the compressor size relative to the engine size and aerodynamics. a bigger wheel will spool slower, and have a bigger hit.
This was a great discussion! Probably one of the best I've seen you do ever! All those little details that people are talking about are simply about 2%, 3%, 4% gain that's for competitive drag racing if you absolutely positively have to be the fastest and that's your edge. Rod stroke ratio doesn't matter until you're going more than 6,500 RPM.
Why do you say that?
@@exploranator Dwell time at TDC and friction on cylinder walls have zero effect on power below that. Long rods increase dwell time for complete combustion at high RPM. Friction on the wall with steep rod angle increases drag exponentially at high RPM. Also the forces of inertia want to shoot the pistons through the head. long rods slow down more before reversing direction. Eases the shock going from up to down. That's the dwell.
Please Do a Step By Step Dyi Blow Throw Carb . Turbo install . Where Lets say U . Buy each parts . off the inter net . I have a Small Block Ford with a Carb . Thank u .
One thing you’re missing on pre turbo pipe sizing is thermal expansion. Going too big( or allowing to cool too much) will create a choke point at the turbine nozzle. Haven’t noticed my changes based on intake pipe size. Should talk about timing and afrs on spool rpms.
what about water injection in place of octane to tame detonation?
I think this just shows you need to put a long runner N/A intake on the 3800 Big Bang whether it’s a series 2 (plastic) or series 3 (aluminum) when you get that point. Love the videos by the way!
Is the series 2 on the firebird plastic or what material is it?
What about the f body intake, or holdens, or zzps hv3 insert......
The hv3 insert basically takes away a good 2 inches of runner if not more.
@@emanueltorres4093 the f-body intake is aluminum
@@tylermcintyre5177 from what I read and seen, the FWD N/A intakes are the best flowing
schrick cams across the pond makes/made a 288/272 cam for the bmw b20m engines , it was meant for turbo setup
na was 272/272 sport , 288/288 semi and 302/302 race (high idle)
does a 288/272 cam work in a na setup proberly :)
Rear mounted turbos please
Please so many people wanna know
It's dumb adds lots of spool time
Rear mount is no different. Size it for what your doing my 67mm on my v6 makes boost immediately from 2k on
Really, really great talk, thank you
What I'd like to see on turbos is a comparison of how a choked hot side effects power. I have an N54 powered BMW and an M52B28 with an HX35 on it and I'm struggling to make the power I think I should make on the built M52, lots of people are telling me it's the hot side of the HX35 is too small but I look at the itsy bitsy turbos on the N54 and question why those tiny turbos could make more power than the HX35.
With a 12cm hx35 on the m53 you should be good for 550ish bhp....after that you want a bigger turbine housing.
So anti lag is air and fuel being lit in the exhaust pre turbo correct? Accomplished by killing spark to a cylinder(or more?). I'm assuming then that as long as the air fuel ratio is correct it will burn amidst the exhaust gas. With a diesel killing spark and getting fresh air and fuel past the combustion chamber isn't really possible. What do you think about propane and compressed air injected into the exhaust manifold for anti lag? I thought about trying to spin the compressor wheel with compressed air aimed right at it as well but you mentioned it didn't work. I have a stock turbo diesel and it's a dead turd until 2500 rpm and boost. I want that fixed without the complexity of adding a supercharger, because I've thought about that for sure I have a m90....
I think that exhaust cutout question was referring to having the cutouts post-turbo, not sure if you answered it from that perspective. Basically, how much does exhaust backpressure after the hotside affect spoolup, boost, and exhaust manifold pressure?
if the exhaust is big enough to support the power level-there will be no gains from cut outs-if the exhaust is too small-then there will be gains from increased exhaust flow. Improving the exhaust flow after the turbo is very helpful
Banks Performance is trying a blower feeding turbos, maybe you should try it? A roots or screw blower seems to be the choice since you’ve mentioned a centrifugal blower is soft at the bottom
Richard has said he's going to do a compound super-turbo on the Buick 3.8 that he just got.
Banks' new video on his super-turbo monster truck engine has shown some problems.
@@andyharman3022
Banks, seems to me to have said to put the blower before the turbos
@@rickrack78 Yes, he said that late in the video. He has done marine Duramaxes in the past that had the blower before the turbo. Maybe he wanted to research something different.
I did the compound supercharged 04 Cobra motor with the roots and twin turbos-it works well
@@richardholdener1727 , how well does the blower keep up with the turbos? I can think that the blower’s parasitic drag drops off. Maybe some reed valves that allow bypass air between the two? There was a company back in the 80’s that turbocharged tow/RV type trucks. They added a spacer between the carb/throttle body injection and intake. The spacer had a reed valve between. The turbo inlet was above the reeds and outlet below. When boost came up, it shut the reeds and routed through the turbo. A pretty slick setup for low boost towing.
Wanna put a twin scroll 66 mm with
.91 AR on a 383ci ? 10:5.1 compression wanna make 700hp
Thankyou
I have stock 98 350 Chevy vortec engine was wanting add RV cam or torque style cam for towing. What would be good turbo for around 400 or 500 hp.
look at the GT45 video that posted today
What is a good turbo for a honda k24a2 to make about 500wheel hp max. Looking for alot of response since i want to AutoX and track it..G25-660? G30-770?
I’m 3 years late with my question but what about twin VSR 67/66/96ar on a 5.3 at 10-1/2 to 1 compression? Would that be a decent window to drive the turbos and make good power?
what fuel and what power level?
@@richardholdener1727Hey Richard appreciate the response sir, it’s currently setup for E85 and my goals are 1000hp, the short block is the pro ls kit with 10 over 2cc domes, heads are 220 / 61cc chamber, I purchased the holly high ram and the btr stage 1 turbo cam, but I’m currently not to sure about the cam and intake combo supporting the goals.
Earlier EVO event. Feed it fire.
If you get Max power N/A, does that apply to n2o too?
nitrous just adds to what is there
So that 600hp 5.3 truck motor with 600lb/ft, would the Ebay/dna gt45 be a good choice? Maybe crank it up a few times a year but mostly a daily driven 2wd yukon with a stg 2 or 3 turbo cam.
Yes and yes
sb2 heads on like 383 and biger
I’d like to see a good representation of several blow-through set ups
Well I actually meet to ask to see some Draw through set up’s sorry about the confusion !!!!!!
How can I send you a e_ mail you.
killerbe16@aol.com
Do you think twin vs racing 66/73 are to big on a 5.3 ls????
depends on your power goals
@@richardholdener1727 Man, I love hove Matt Happel has been telling people this for years haha.
"What about this x and y setup I havbe?"
Depends on what you want to do with it.
Hi Richard got a ls 5.3 stage 3 turbo cam. Just got a Borgwarner s480. How much power you think id make on stock bottom end? Did I go with a right size turbo? Will i need at least 100 shot Nitrous to spool it? Thanks in advance for any info sir.
we have run the S4580 on 5.3Ls, the cam and turbo size will be softer than it could be, but you won't need a 100 shot
Check out Banks' latest video on his super turbo monster truck motor, he's discovered issues blowing through the screw style whipple super charger.
Until he backed off alittle
Holdener is a legend 🙌🏾
Short answer, it's simply MATH. There is NO VOODOO, NO Secrets, or any magic.
I am never gonna understand you constantly rating turbos on HP . Turbos HP potential changes with the engine. Same turbo onna smaller engine produces more HP. You rate turbos based on the compressor map first. You seem to be anti turbo perf spec. My guess is because you really do not understand them. This was made obvious in your compuhbd setup. What an abortion. It was how not to spec compunds.
You talk about boost presure likeits equal. You have to know that is BS. 3Evenbwith the same back pressure 10lb of boost is not the same mass of air depending on the compress9r design and thus its map. Ideally you want your boost in your ideal use rpm range to be in the inner section of the compress9r map. You can easily work out actual boost lb by the compressor ratio. Let's say for race you want a turbo where your meat of the rpm range thru the shifts is inntge 3x ratio as that's the inner area of the map. That gets you the highest density of air for a given pressure. You then look at your turbine side and housing AR to control the shaft speed rpm so it is in that ideal compressor map range.
Yes it's complicated and takes real knowledge but you can learn it. Otherwise it's lije your knowledge which comes from just running a crapmtuon of turbos and guessing how they are working based on dyno runs. Issue with that is you need to literally test every combo with every engine combo to know how they will respond. As turbos work off load and heat things like tire traction vehicle weight al have an effect. Not the case with NA or belt drive compressors.
the compounds were speced based on turbos I had laying around as indicated in the video-you should listen more. Turbo have a maximum flow rate-don't worry-you will get there
The Lancia Delta S4 from the 80' had supercharger and turbo on the 1,8l.
It was a killing machine!
For the Honda D and non vtec B series i mostly saw people running a .63ar turbine. I had a t3t4 .63 on my b18b1 and it was dead till 4500rpm. I switched to a .48ar and the thing lights off whenever you want like a factory turbo. I'm running it at 16psi and I just starts running out of breath at redline so its great if your power goal is 250-300hp.
I have one I haven’t seen. I used to hear that the v-band inlet turbine housing spool up faster then the regular t4 4 bolt turbine housings. You should do all 3 with the same are v-band vs t4 open vs t4 divided
@@mattsautoservice3553 that's what I always say. So when I went to comment I was surprised to see you had beat me to it! P !
Me looking to make 700whp.... staring at my turbo rated for 1300hp..... man you are gonna lag a lot aren't you...
Exhaust housing and turbine size are everything
Also converter stall and if you can trans brake the thing
Shouldn't you be able to put that in a very efficient spot in the compressor map, then?
4.8 with 243 heads ported and pol polished summit stage 4 cam how much power
Would twin gt45 clones on a LS1 be enough for 1000 to 1300hp and what kind of boost pressure on a stock bottom end with correct ring gap?
I would like to know if you took FE log manifolds and reversed them, say two passenger side logs reversed them so the exits are facing forward with a 2.5 crossover pipe and a mount for the turbo on the passenger side and the exit pipe under the passenger side of 4 inches and split it into twin 3 inch pipes into an X and 3 inch pipe to exit in front of the rear wheels. I am thinking about a GT 45to a water intercooler and to a hat on a 750 3310 on a 4.1 bore 3.984 stroke V8 420 ci. What should my hp goal be ? And NA ? I keep grabbing old threads.
A GT45 WILL ONLY SUPPORT 700-750 HP
In terms of response, NA and Turbo cars react to Cam overlap differently as well...
The other thing in terms of response, is manifold runner size to the turbo... Yes smaller 1.25" runners to the turbo flange improve response with little to no affect in back pressure up to 800whp on a 4cyl... Morrison Fabrication did an in depth comparison showing this.
Can you throw out a turbo you would recommend for low compression 454 8:1 compression with “towing” cam shaft, is the gt45 still small for this application?
GT45 would work at 7 psi
Great information Richard,I’ve learned more from your test then in 47 yrs of reading and building my own stuff and my buddy’s projects.Your test are among the best there is,I would put you up with Jenkins,Nicholson and Smokey .I understand your test,love the 5.3 ls test the best na or turbo.I got a crazy idea for you a duramax diesel turbo on a 5.3, it has variable vane turbo.I don’t know how you tolerate the wannabes asking dumb questions and motors nobody cares about.I did love the Cadillac 500 test. The little Gm V6s are great and they will run even stock.Had a 3.1 in 92 Corsica and a 90 3.1, I would watch that with interest .Love your Vlogs!!!!
THOSE GUYS ARE LEGENDS-I'M MORE OF A KNUCKLEHEAD
She was so drunk she could have been hit by another car and left there
Turbo+Nitrous = No lag.
Have you ever tried a 5in turbo outlet on the hot side because I have seen you talk about 3 1/2 in to 4in so I was wondering it would less back psi
4.5 is the biggest we have run
Could you explain the "shuttle valve" that Banks uses in his twin turbo kits in a future video?
I'm sure Gale has a vid on that
@@richardholdener1727 Not that I found, but I just sent them an email anyway. Just being lazy & hoping for a normal answer without having to wade through any advertising jargon being injected into the answer?
@@derrelcarter9401 did you ever find out anything else about the valve?
@@staylebutler9135 He does have a video that sorta mentions it, you gotta wade through several to find it though? Not a real detailed explanation though
higher stall torque converter!
YES-THE OTHER ROUTE
This is one I've found out recently. Running a factory stall in a 4l60e does not help spool time.. lol!
What I usually do is: hybrid or garrett GT style turbo, stock or RV cam, rising boost curve, small intercooler and BIG downpipe.
Works just fine.
Hey Richard, Vodka and Sprite with a Lime slice squeezed would go great after this QnA 🥴
RASPBERRY LEMON DROPS
I don’t know the answer to the manifold size question but I would love
To see the test🙏🏻🙏🏻🙏🏻🙏🏻
I went from watching Richard's videos and dreaming about swapping an LS in my old truck, yesterday I pulled the trigger on a turbo, Boy I hope I chose well, wanting 700 at the tire( responsive as possible) like those 125,000 Raptors. Have a 6.0 truck Norris Trailblazer SS on the fence about keeping my 317s or going 799 the turbo is a VS GEN1 BILLET S475/83 T4 1.10 should that be about right for 800ish at crank? How about on 91/93 gas with the 317's at that power level.. because if not I might as well add some compression.
Would two GT35s at 12 lbs on a 385 hp 394 ci FE with short headers turned around and the turbo close and with the two turbos how big of an intercooler would I need. The goal is 700 hp and 600 lbs ft . Compression Ratio is 9.5:1 intake is a Holley Street Dominator single plane and 750 Holley rpm peak desired is 6100-6200 , cam 27OS 224@.050 .531 lift 110 LSA and 50 degrees overlap. Head flow 265 cfm. I have this engine in the car now., would widening ring gap at this level? I forget the gaps, but the pistons are 4032 forged that built in 1999. I am basing it on 386 hp though it likely makes 425. Do I need a balance tube after the intercooler?
Richard please elaborate on what you mean by big bang in regards to a neon srt4. I own a srt4 and you have piqued my curiosity.
EDIT: I just watched your latest video and subsequently your explanation of what a big bang motor is. I don't know if you ever ran the srt4 to find its limit but if not then I can save you some time. The rods will let go on a neon srt4 engine around 400 to 450 hp. Some manage to make it to 500 but they are uncommon.
400-450-500 hp? got it, but it will actually be a torque number that breaks a connecting rod.
@Richard Holdener not sure what the TQ would be. Either way, you will window the block. These engines are capable of 1500hp fully built, and by fully built, I mean rods, pistons, head and main studs, and crank strap kit (to strengthen the bedplate mains), ported head, cams.
I would really like to see a srt4 max effort video rather than a stock bottom end power video. Blowing up a motor trying to reach 2khp would be a much bigger bang and a much worthier endeavor, in my opinion.
Using remotely mounted injector, much the same connection as back pressure sensor, you can inject fuel into your turbo hot side. Ferrari played with this concept on the 488. (Not sure if they implemented) its way more efficient than two-step, as it doesn't heat the valves.
Richard could do this on the dyno pretty easy. Maybe diesel injector is better? Obviously its little more technical than that, but its something along those lines. What you think?
Garrett's turbine exhaust flow charts.....I noticed that you can use Borg Warners turbo selector (Match Bot) to produce exhaust flow numbers (lbs/min) which can then be used in the charts. How do you correctly use that data along with the charts when choosing different A/R housings? I assume you would need to chose a housing where all the points fall below the lines(pressure ratio by turbine flow) in the chart? Or does something else factor in? thanks!
Build my twin turbo kit Richard!!
Great video! Completely demystified yet another part of all the builds we are trying to put together. Thank you!
I like what Ferrari did with their 80s F1 turbo car--the 126C2.
When the driver shut the throttle, a butterfly valve shut in the turbo compressor intake (cut down on surge at 70 PSI boost?). Then a couple valves opened and admitted air and fuel into the exhaust just before both the turbine inlets, and the resulting blowtorch powered the turbines and kept them spinning. Nice flame effects.
Me? I don't race anymore.
I just press the gas pedal a little sooner on a twisty road.
ANTI LAG-THEY ALSO HAD SPRAK PLUGS IN THE EXHUAST AND DUMPED FUEL
Got a question Richard can a stock bottom end 5.3 gen 4 handle twin T7875s
yes-please see the big bang 5.3L video
I'd be curious of a test of headers vs manifolds in regard to drive pressure. It does seem a bit odd to me that the intake side of the motor behaves so similar NA vs turbo, but the exhaust side doesn't seem to give a flying fuck. One thing I've noticed is that on Subarus which generally have a garbage hot side stock (really poor manifold design) they won't spool til like 3k rpm even though the turbo lights off and peaks early. From a driving perspective it feels really goofy, but that could also be down to how the boost control is mapped. It calls for high boost down low and tapers out aggressively.
FACTORY TURBO MOTORS TEND TO HAVE A FALLING BOOST CURVE DESIGNED AND PROGRAMMED INTO THEM
@@richardholdener1727 Well yeah, because it's a tiny turbo and they don't want to overspeed it. What I'm saying is that considering that, it's weird that it takes as much rpm as it does before the turbo lights off. Compare that to the more modern WRX with a twin scroll equal length header and they basically spool right off idle.
You know the thing
How much horsepower do you think I'd be pushing if a had an LQ9 with LS3 heads, LS6 high lifter cam, LS3 43lbs injectors, LS3 90MM throttle body, 1¾ long tubes, cold air intake and lq4 intake
Few things. First, thanks for this video. I can listen to you talk about motor shit for hours. I listened my whole long ride to work.
Next: someone asked about a cutout. You kinda switched gears on that and maybe assumed he was talking about the wastegate. He was talking about a cutout. Which I just put one on my down pipe. Made what I can feel was a pretty noticeable difference. How can I be sure? Well it’ll light the tires up at 70-80 mph with the cutout open. Close it, no tire spin. That’s my scientific test lol.
I have some ideas for you.
The intercooler pipe test you mentioned, you need to use the same intercooler, so just use one that has an inlet as big as the biggest pipe size. Of course use adapter couplers. Maybe even try staggered sizes. Say the turbo has a 2.5 outlet. Run 2.5 to intercooler. Then on the other side of the intercooler run 3”. Would be interesting to see if there’s any effects. And try it opposite. The air is hot and expanded on the turbo side so it could be bigger, then it’s cooler out of the intercooler, so maybe it’ll have better response with smaller pipe on the engine side? Just some ideas. I have many many more.
EXHAUST CUT OUT? IF YOU INCREASE EXHAUST FLOW AFTER THE TURBO-IT CAN HELP
@@richardholdener1727 yes, I know. But a question you were answering....you kinda got sidetracked. Lol.
What I've read to be critical to boost response so far is the volume of exhaust manifold pre-turbine that each cylinder can see. If all else is equal this increases the effect of the blowdown pulse, which is basically free energy (pushing the exhaust out doesn't cost much power, but VE changes due to backpressure at overlap certainly does).
For example an inline 4 with a 'close coupled' twin scroll turbo might have 6" between valve and turbo flange on the short legs and 12" on the long legs, and each cylinder can only pressurize its own runner plus one more before everything goes through the turbine. If you have a flat 4 with a high mounted turbo, even if twin scroll, you've got 3-4 FOOT manifolds and the turbo isn't as responsive. Compare twin scroll Lancer Evolution vs twin scroll Legacy 4th Gen vs low-mount Legacy 5th Gen/FA20 WRX. The shorter manifold cars have better response even though power and torque peaks are similar.
Another thing about twin scroll manifolds is that they avoid 180 degree blowdown on I4's, 120 degree on I6's, and 90 degree blowdown problem on cross-plane V8's, which is generally worth 3-5% VE by itself.
Not a comment but rather a question. I noticed you mentioned something about 6 cylinder engines. Looking for some information/feedback for the 3.8 turbocharge v6 custom built setup (8.3:1) for street performance. Possibly a custom cam setup which would raise the operating range far above the stock engine heads and small cam profile. Maybe a fast ramp cam, something that would allow for a lot more mass air flow without the back pressure something that would not have a lot of overlap at higher rpms understanding that duration will increase. And possible turbos for a setup like that. (produce around 800hp while having good turbo response) Any feedback would be appreciated.
do what you can to make the na motor more powerful then ad a turbo to get you where you want to be (800 hp needs a good size turbo)
@@richardholdener1727 Have a PTE 7675 (1200hp) gotton feedback from others on a PTE6766 (935hp) running 83lbs injectors and c16 fuel.
The most interesting thinbgs for me would be seeing what can be done on a completed setup. So modifications wirh different spark timing to help spool, Lean spool, Turbo blankets (Which are said to help spool) aswell as insulation for headers for example. Also Porting manifolds and eshaust housings would be interesting to see. Especially Gasket matching on turbo/manifold and Manifold to head. i see a lot of potential there especially with cheaper parts!
The more I watch your turbo sessions the more I realize that diesel engines are not that great. Diesel might have some advantages in btu efficiency. But physically it sounds like weak big cuin plus ton of boost and low rpm operating range equals lots of torque. Lower hp. I'd like to see you run a 400cuin tpi turbo. I know you've done a 383 but I'm interested in seeing more cuin.
Thanks for the upload, very instructive. I'm in the process of building a bbm 451. I messed up and ordered a s475. It has an a.r. of 1.32. Do you think a horse power goal of 750 to 850 is feasible. Does my n.a. h.p.need to be kept down to around 400 or will 500 be okay. I'm just wondering because I was going to run trick flow heads but from what I've read they say run just average cast heads. Do you think the s475 will carry power close to 6000 r.p.m......thanks
THE S475 CAN MAKE NEAR 1000 HP SO YOU ARE FINE
Thank you very much for the reply. I really enjoy your videos. Happy holidays and keep pumping out the videos
Hi Richard . My build is 6.0ls sloppy stage two , hooker black heart headers 801bs.inj. Truck manifold . Could you recommend turbo size. Also I am running 40l60e in s-10. Thx.
S475 OR 7875 GEN 2 VS RACING WORKS WELL TO 1000 HP
@@richardholdener1727 thanks. And thanks for sharing all the info with us.
Maximum boost by corky bell I think that's his name. Fantastic book even thought it's from the late 90s
Do we get it guys... Increase NA power, Expect more turbo power
500hp 460 ford what setup would you suggest for maybe 800+
single S480 or S475
@@richardholdener1727 ok thanks I thought you would say twin turbo but that would put me closer to 1000 right
Compound turbo Honda anytime soon ?
Maybe a non vtec b18 or the accord f22 sohc. And make the same power at 6k rpm rather than 8k+ rpm
no thanks
If you want to do twins (parallel), do you just double the power output of the turbo? For instance, would putting two 500 hp turbos give you 1000 hp potential?
YES
@@richardholdener1727 Awesome, thanks for the quick response!
I think you'd make good money just being a "what turbo would be my best choice" consultant!
the best turbo is like picking the best cam-it doesn't exist
7875
Richard, would a couple GT-35's blowing thru a 800cfm Holley on a 306 inch small block Ford with a comp cams extreme energy 274 h with afr 165cc heads be a good choice for street? It will be drag raced occasionally as well.
FOR 1000 HP, YES OR GO SMALLER OR SINGLE GT45
What has more stress on the motor, small turbo high boost? Big turbo low boost? Both making around the same amount of power. Thanks
It depends on what you mean by things like "stress" and "high/low". All other things being equal both engines wouldn't be making the same power. Unless some other factors where different to compensate which would affect the engine's "stress". A small turbo at "high" boost is usually less efficient than a large turbo at "low" boost (depending on the characteristics of the compressor) as generating higher boost, in addition to usually causing more backpressure and thus pumping losses, has the byproduct of generating more heat which diminishes the charge's oxygen density which means less fuel can be burned and less power generated.
If you had two 5L engines, one with a smaller turbo one with a larger turbo, both can make the same power (until you exceed the capacity of the smaller turbo) but the 5L with the smaller turbo will likely need to burn more fuel to make the same power due to it being a less efficient way to compress air - it's proving the same amount of oxygen but it has to work harder, pressurize the air more, to do it.
@@177SCmaro Thankyou for the response, some good info
@@madvtecyo546 Further, a "small" turbo will spool up faster, but run into a performance ceiling before the large turbo. If this ceiling is at or above your power goals, then you are golden.
What if you use a vgt
If you want a Chevy Sprint Turbo, I have one for sale
where is it
@@richardholdener1727 Ventura, CA
How much horsepower do you think I'd be pushing if a had an LQ9 with LS3 heads, LS6 high lifter cam, LS3 43lbs injectors, LS3 90MM throttle body, 1¾ long tubes, cold air intake and lq4 intake
less than 500
Building a 300 HP @ 5,000rpm 4.7 Jeep 6 stroker for my 2,200 pound Crosley drag car. Redline is 5,500. Leave on trans brake at 2,500. Peak torque 300 @ 4,500. What turbo for 500 HP, in case I want to go faster? I watch every video and have learned a great deal. At 79, I'm not too old to learn, haha.
the cheap GT45 would work for that-also a GT35 might work if the hot side was big enough
Just out of curiosity would back pressure help if the wastegate was installed on the hot side of the turbo housing. The reason I ask is cuz I seen this on sloppy mechanics where Matt had welded wastegate off the exhaust housing off the turbo.
THERE IS NO NEED TO WELD THE WASTE GATE TO THE HOUSING EXCEPT TO MAKE IT FIT
I'm gonna clarify what I said. You cannot change the relationship between boost and backpressure at a fixed air mass flow.
If you go to the gt45 challenge video with 4.8v454 and look where each engine makes about 410hp and compare the boost to backpressure at those points. If you compare the boost to backpressure of the 454 at about 9psi boost and 4500 on the graph to the 4.8 at 6400 and 8.5psi boost. Those engines are making almost have the same airflow at those rpm points and the turbo has the same working pressure ratio, airflow, and not coincidentally, backpressure. It wouldn't matter what 410hp engine you put that turbo on, running it at 9psi boost will have nearly the same backpressure.
the back pressure is higher on the 454 even at the same na power output (which happened at different rpms)
1990 Chevy Lumina
got a challenge build for you. take a 4.8, stroke it with a 3.9 crank. but try to do it with as many oem parts that you can. im trying to build a stroker 4.8 for my yukon, need more torque for this heavy pig. trying to keep the stock 4l60, but i plan on a very mild turbo setup, around 500-600 hp, later on when i get the money. might just rock the oddball 350ls, if i can make it work
there is no factory 3.9-inch crank-an LS7 has a 4.0-inch-but its very expensive
@@richardholdener1727 i know that, i was looking at the k1 3.9, just dont know what else i would need besides rods to make it run
Any help you can give me, I would be grateful.
@@richardholdener1727 i just think it would be interesting to see what such a boost to cu in would do to a stock motor. do it as a slow build up. first stroker, then headers, then cam
Triton V10! 2008+ have real spark plugs. Happy Hunting!
@@benjaminfifield8838 Lisle 3-tool set to the rescue? It saved my bacon, I'd never had a 5-day spark plug swap before...
@@benjaminfifield8838 I'm just a simple home-gamer. Started Thursday night with a rented tool, but the pins & Glue method did NOT work. 2-day delivery on the Lisle tool, 3 hours after it arrived I had my '150 back on the road. What a mess... Broke 6 of 8 plugs.
Richard, why is controling the wastegate with boost pressure not mensioned? With a 3/4 port controller you would plumb boost pressure to the top of the wastegate diaphragm and keep it shut not allowing any early opening of the gate which happends on "dumb" wastegats. Essentially reaching the boost target earlier since non controlled gates always leak, and more in proportion to the pressure that they see. 10lb spring will be fully open at that pressure sure, but it would start opening long before.
THIS DOESN'T CHANGE THE SPOOL RATE OF THE TURBO (WHICH HAPPENS BEFORE THE GATE OPENS), IT JUST STOPS EARLY BLEEDING OFF-BUT IT ALWAYS A GOOD IDEA
I'm curious to see a boosted low reving combo. Curious about the Triton V10 with a turbo. How do you turbo a motor like this where it's not ment to rev to the moon but is large displacement? Can I turbo it the same as similar displacement LS? I like that T76 with larger AR. But would it be responsive in a heavy truck?
we added boost to a 440 Mopar, 454 Chevy, 455 Buick and 500 Cad
Also for that other video regarding leaving a stock cam in it and allowing the turbo to make the power. you would have to run more boost to get the same power output correct? and couldn't the more boost have a negative effect on power, like if you live in a hot area and maybe the intercooler is having a hard time? Like running a stock cam 5.3 at 17 psi sounds a lot more dangerous than a cam 5.3 at like 8-10psi.
cam, springs and boost is usually best
Bahaha he said rotary when talking about heads!! 🤣 Snuck a good one in there lol
Cylinder heads kinda goes with the less boost more power affect..
Building a 5.3, s475 1.10ar, ljms stg 1
Great vids but can you do some diesel stuff?
From what I read about divided vs undivided turbine housings is the divided supposedly spool a little quicker in a proper setup but I'd imagine there has gotta be some reduced flow from the vane reducing volume of the housing.
It’s just a thin divider, not restrictive at all