Thats pretty badass!!!

 

Props on a bad *** setup.

 

there is some smart people on HT !

 

That's awesome, I see this becoming a favorite setup for competing AutoXers.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SovXietday &raquo;</TD></TR><TR><TD CLASS="quote">That's awesome, I see this becoming a favorite setup for competing AutoXers. </TD></TR></TABLE>


This setup rules the world at autox, it's really unbelievable. The race car we now have it on just spun a rod bearing, so it's down for a few weeks until we can get a new motor in it, but I expect it to make a big splash in the SCCA SE Division this year when we get it back on the road.

 

everyone should be reading this thread!!!!!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HT Contributor &raquo;</TD></TR><TR><TD CLASS="quote">This is definately a good thread </TD></TR></TABLE>



still reading through all of it....

but i was also wondering what sort of conclusion you and my old boss chris came to about his Talon dual-charger setup.

 

crazy setup

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by STREETWERKZ &raquo;</TD></TR><TR><TD CLASS="quote">



still reading through all of it....

but i was also wondering what sort of conclusion you and my old boss chris came to about his Talon dual-charger setup. </TD></TR></TABLE>

? any updates?

 

Lame, my V6 can do 300whp NA with I/H/E.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MidShipCivic &raquo;</TD></TR><TR><TD CLASS="quote">Lame</TD></TR></TABLE>

 

thats freakin awsome, your a genius.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bigapple427 &raquo;</TD></TR><TR><TD CLASS="quote">your a genius. </TD></TR></TABLE>

So were the cars in Group B rally that did it years ago

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SovXietday &raquo;</TD></TR><TR><TD CLASS="quote">That's awesome, I see this becoming a favorite setup for competing AutoXers. </TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MidShipCivic &raquo;</TD></TR><TR><TD CLASS="quote">

So were the cars in Group B rally that did it years ago </TD></TR></TABLE>

 

Hey Roger,
I am still getting my componets together (on my talon). I talked to (Curtis) at Magnussson the other day ( very, very helpfull) and I still have not gotten a complete answer about the bypass valve actually "releaving" the parasitic drag on a sequential setup. I picked up a Toyota sc14 the other day (off of a Previa) for comparison to my Eaton 90. The toyota unit displaces 1400cc., is a two lobe roots type, and already has a clutch on it. I don't think I will use it (too many benefits on using the Eaton, such as local rebuilders, cost of parts, porting available) but I learned a great deal on how the electromagnetic clutch mounts and works on the supercharger. I would like to overdrive the supercharger down low and I foresee the rotors overspining, even with the bypass open they will be "beating up" some of the intake air. I know I posed this question before but with your plenum under pressure do you think the bypass valve funtions like stock? The bypass valve on any stock Eaton setup is designed to bypass the output of the supercharger under light load. In a sequential setup the bypass is now seeing positve intake manifold pressure so when your analog circuit opens the bypass there is positve pressure at the throttle body, and in the intake manifold. My problem is that (yes I understand a roots supercharger is not a true compressor) in my head on a sequential setup when the bypass opens it will relieve some restriction of the supercharger and alow the turbo to flow better but since the supercharger is now surrounded by boost (on the intake and discharge sides) the bypass is no longer relieving the parasitic drag,... because it can't. I think in my case, since I am most likely going to play around with pulley sizing ( maybe a little overdrive) even if the bypass worked this easily if my car hits 9,000 rpm and I am overdriving the m90
the rotor tip speed is going to be excessive. Just in case there are others out there trying to this A.S.P. in Texas makes great custom pulleys for people like us, and I already confirmed that they can make me a clutch pulley in a H.T.D. belt configuration. Last here is how I hope to include a intercooler and keep the plumbing to a minimum. Plus one pic of that crazy guy Abarth and how he dealt with rally back in the 80's......... [URL] http://i34.photobucket.com/albums/d1...6.jpg[/URL]
http://lanciadelta.org/images/s4/s4eng3.jpg
http://lanciadelta.org/images/s4/s4eng2.jpg

 

Let's try that last link again....http://i34.photobucket.com/alb...6.jpg

 

Let me fix those pictures Chris.










Modified by STREETWERKZclothing at 9:19 PM 3/31/2006

 

Thank's Joe.............I'm a noob

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rzuff &raquo;</TD></TR><TR><TD CLASS="quote">Thank's Joe.............I'm a noob</TD></TR></TABLE>


crazy ideas you got though.

I cant wait to see the final outcome.

 

Here's a crazy idea - underdrive the SC. You would still get linear response, but get better peak power. The basis for this is that you still have a linear power increase before the turbo is spooled past the bypass pressure. Also, if a 3k powerband isn't enough for you, I think your dealing with half the pistons you need to be

If temps at upper rpm's are high, thats due to too much energy being put into the air. While that particular blower doesn't compress the air inside of it's casing (basicly pushing air to the other side faster than it can escape), its still spinning, creating drag & slicing through the air. When you think of it, the bypass is more or less just releving the SC, not excluding it. By that, I'm saying the blower is still shooting air around. The deal is that the turbo is pushing more, so the mass of air before and after the SC is the same. Think of it as the blower just not having to create suction on its intake port - that being the reduced load. The other way is to think of the air shot through the blower (after the bypass is opened) is simply being moved through the SC a lot faster than through the bypass, if only for a fraction of a second.

In short, a bypassed roots-style blower is still pumping air, just not compressing it. Flow instead of pressure. I probably typed too much, but I don't want to edit it


Good work on this But I always hate the high $ cost of the research stage

 

Hi just wondering what the transient response of just the GT28RS was like, was that hard to modulate power with a the throttle cos you make it clear theres a huge difference between pure turbo and Compound charging which suprised me as i was under the impression the Disco potato would be good at that. Ive drove a Gt25 or similar 2.0 engine and that thing was just like a big 4.0 NA engine.

My friend keeps thinking about going turbo on his JRSC Z6, ill tell him to go with both and real fill that torque range Inspiring work and looks very well done. Ive had thoughts about an idea like this before but bypassing etc was an issue, as the compressor stage of the charger would ultimately block flow once the turbo is singing, doesnt really matter what happens to adiabatic eff. as theres no compression going on. Is the divertor much like a E-cut in terms of design?

Its all about area under the curve in autoX

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JonnyCoupe &raquo;</TD></TR><TR><TD CLASS="quote">Its all about area under the curve in autoX
</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JonnyCoupe &raquo;</TD></TR><TR><TD CLASS="quote">Hi just wondering what the transient response of just the GT28RS was like, was that hard to modulate power with a the throttle cos you make it clear theres a huge difference between pure turbo and Compound charging which suprised me as i was under the impression the Disco potato would be good at that. Ive drove a Gt25 or similar 2.0 engine and that thing was just like a big 4.0 NA engine.

My friend keeps thinking about going turbo on his JRSC Z6, ill tell him to go with both and real fill that torque range Inspiring work and looks very well done. Ive had thoughts about an idea like this before but bypassing etc was an issue, as the compressor stage of the charger would ultimately block flow once the turbo is singing, doesnt really matter what happens to adiabatic eff. as theres no compression going on. Is the divertor much like a E-cut in terms of design?

Its all about area under the curve in autoX </TD></TR></TABLE>

The diverter was made out of an e-cutout, I just operate it with a wastegate actuator. The main problem with the GT28RS was that the response was not linear, in other words it hit too hard and too suddenly when it spooled up. In autox or road course I need to be able to apply power very gradually and smoothly, which was very hard with the GT28RS. It was easier with a bigger turbo, but then I had to wait for boost. Using the dual-sequential setup really flattens the torque curve. I have less up top, but a lot more down low, and it is much easier to roll on the throttle and apply exactly as much power as I need.


P.S. - Chris, that Mitsu setup looks awesome, I really want to see some dyno numbers on it.

 

That talon was in Turbo magazine a couple of years ago. Buschur used to have a video link of a dyno run making 820 HP to the rear wheels. I wonder how much time Switzer has in that intake manifold?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HiProfile &raquo;</TD></TR><TR><TD CLASS="quote">
If temps at upper rpm's are high, thats due to too much energy being put into the air. While that particular blower doesn't compress the air inside of it's casing (basicly pushing air to the other side faster than it can escape), its still spinning, creating drag & slicing through the air. When you think of it, the bypass is more or less just releving the SC, not excluding it. By that, I'm saying the blower is still shooting air around. The deal is that the turbo is pushing more, so the mass of air before and after the SC is the same. Think of it as the blower just not having to create suction on its intake port - that being the reduced load. The other way is to think of the air shot through the blower (after the bypass is opened) is simply being moved through the SC a lot faster than through the bypass, if only for a fraction of a second.

In short, a bypassed roots-style blower is still pumping air, just not compressing it. Flow instead of pressure. I probably typed too much, but I don't want to edit it
</TD></TR></TABLE>


I rather have a supercharger feed a manifold instead be the manifold for several reasons you've said. In conclusion having the two pumping sources merge before the throttle to get better results.