2,4 type4 turbo 500hp -on gasoline- goal
- rubenski
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
could be very close if not 500 with 1 bar of boost then? impressive!
- Chip Birks
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Wow! That's impressive!
- buguy
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
I guessed 230hp. You and I both won this one Wally!
- Wally
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- buguy
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Maybe in a couple days!
- brewsy
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Re: 2,4 ltr type 4 turbo 500hp goal
Hey Wally,Wally wrote: ↑Thu Apr 30, 2020 1:06 pmHey Marc,
I took some footage out of the dash cam in the car. Its where I first run from 2K-ish rpm (vid starts later) in 3rd to 8K-ish (did 8.2 somewhere according to the datalog) and the return road is in second gear to 7-ish iirc (and well over 70mph). Mind you I have a 5-speed trannyTrue, this is purely an experiment because I haven't bolted on the turbo stuff yet and something I wanted to do N/A. However...Cool (as ever) that youre experimenting but I wonder if reversion is more usually associated with NA rather than turbo applications? Exhaust pulse tuning can massively help their VE and act as a form of supercharging by helping to pull exhaust out and thereby help pull more fuel in.I hear you and have witnessed the same flaming. However, if you sif through all the BS, you will find out that objective tests (as done by Full-Race who I respect massively and so does Borg Warner btw) clearly show that headers on turbo engines DO make more power at the same boost.I dont think that turbos seem to care as much as witnessed by the ongoing flame wars between people with log manifolds vs bunches of bananas!!
Which brings me to my point that proper turbo engines (as excellently described by Carsten here above) really are and behave the same as N/A engines! I have said it before and will again: it doesn't make a difference to an engine if the intake and exhaust BOTH have elevated pressures as long as they are balanced. Which brings up the 'low back pressure' of Carsten into play. Meant is a ratio of 1:1 or better. Better being more overpressure in the intake of course.
Such an engine really acts the same N/A or boosted. So, in short: such a turbo engine most likely should act the same to anti-reversion measures as an N/A motor.Since when is anything a manufactorer of a high volume mass produced car does, technically the best solution? Come on man, you know better then thatAnd also how the OEMs seem to now be bolting the turbo straight onto the head and having 'log like' manifolds in the headYeah, thats basically it: anything will work somewhat. Its just we don't know exactly what works better and by how much. That said, what I did was the latest iteration of a patented design which had its first description in the thirties (1934 iirc) already. The earlier ones are indeed just bigger pipes after smaller ones, like you describe above here. Its a bit like the Wasp from CSP which basically has the 3-step upscaling of the header diameter.As for anti reversion fwir just making sure that the ID of the exhaust flange was just slightly larger than the OD of the port itself creating a 'step' was enough to stop the pulses going back into the cylinder.
Funnt thing is, my heads are actually also designed for this as the exhaust ports have what some call 'Cosworth ports' in that the inner radius has been filled, so a flat 'D-shaped' part exists in the exhaust port of the head itself. That works for anti-reversion in its own already, so my whole test might not do much on these billet heads with their D-shaped ports...
Still, wanted to try it anyways
Hmm, yes, I hear you and you know I want that too. It would not even be that hard as it would just mean cutting open the cones and welding in the missing pieces. Going back would however not be so funny doing anymore... OTOH, if it turned out it didn't do much, the 'need' would be gone to reinstall the cones anyways.However would love to see if you had the time/means/energy to create the same exhaust with and without the cones and dyno them both
I think I wanted to turbo tune the car and prepare for early september when drag racing in England might start again.
We'll see
Thanks for the reply.
Man that exhaust sounds awesome!!!
I totally 'get' where youre going now. Basically optimisation is optimisation regardless of NA or turbo - makes sense.
However the 'man' does it right sometimes. Those new engines even have water cooling around the exhaust ports/headers, they get super quick coolant warmup, lightning turbo spool and can manage noxious fumes much better than before and when you look that a 'normal' 2.0l is now making on average more than 100BHP/l whats not to like?
Another project Id like to try one day is going to be DI. Whilst super high power tuners arent using it I think it might be good for our old AC motors to help keep down head temps (spraying a highly evaporative liquid straight onto a piston has to help temps dont you think?) and probably making superduper swirl of the mixture for better charge mix.
Anyway have good weekend and stay safe.
And if you DO make it England this year be sure to let us know and I'll deffo pop along to hear that machine in person!!
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Very Nice Wally!!!
It looks like peak hp is at 7000 rpm even!!!
I wasn't even close........
Is that whp converted to FWhp???
Do you get a whp reading????
It looks like peak hp is at 7000 rpm even!!!
I wasn't even close........
Is that whp converted to FWhp???
Do you get a whp reading????
Stripped66 wrote:The point wasn't to argue air temps with the current world record holder, but to dispel the claim that the K03 is wrapped up at 150 HP. It's not.
- Kalle
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Congrats Wally! Nice result indeed. What formula was used to calculate the HP?
Best rgs
Kalle
Best rgs
Kalle
- Wally
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- Kalle
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Walter,
maybe this question is to soon, but did you notice any difference in cooling/temp with the deutz cilinders..
Or less knock or something, lower head temp, lower oil temp?
Just curious
Eddie
maybe this question is to soon, but did you notice any difference in cooling/temp with the deutz cilinders..
Or less knock or something, lower head temp, lower oil temp?
Just curious
Eddie
- Wally
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Over the birals? My measurements in the car are not that accurate, but logic says that thick cast iron short ribbed cylinders get hotter instead of run cooler...
OTOH, if they are that much stonger, its a OK-ish trade-off.
But in general: billet alu heads get hotter then stock type 4 heads and Deutz cylinders get hotter then stock 94mm liners and even more so then alu-nikasil of biral cylinders.
Therefore, I increased my oil cooler x2
OTOH, if they are that much stonger, its a OK-ish trade-off.
But in general: billet alu heads get hotter then stock type 4 heads and Deutz cylinders get hotter then stock 94mm liners and even more so then alu-nikasil of biral cylinders.
Therefore, I increased my oil cooler x2
- Wally
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
Already started back on re-assembling the 2,4. it needed new valve guides (long story, but my bad originally) and I took the opportunity to also rehone the cylinders as I didn't really like the course factory hone from the Deutz. So, new rings as well and a few very small touches to the ports after valve guide install.
Wiped the pistons and they looked new again
The idea is to run it N/A forst again with the refreshed parts AND I wanted to use proper bell-mouths on top of the TB's, so flow would be more optimised as I try to get a tiny bit more out of it n/a. I'am just too curieus to not find out as I got the bell-mouth inserts from the IDA set of TB's from vwspeedshop.co.uk I have for another project.
Wiped the pistons and they looked new again
The idea is to run it N/A forst again with the refreshed parts AND I wanted to use proper bell-mouths on top of the TB's, so flow would be more optimised as I try to get a tiny bit more out of it n/a. I'am just too curieus to not find out as I got the bell-mouth inserts from the IDA set of TB's from vwspeedshop.co.uk I have for another project.
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Re: 2,4 type4 turbo 500hp -on gasoline- goal
What’s the bolt on top of the oil filter mount?
A stop to prevent the pressure release ball valve opening?
Cheers
A stop to prevent the pressure release ball valve opening?
Cheers