Nope, just like that 7 cylinder 307 you had... That almost made me wet myself....
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.
Mr. Clean's dune cruising 71' K5 "Oprah" beams, links, and turbo ls powwwa
- Thread starter Mr.Clean
- Start date
Haters :flipoff:
There is an app for that from garret it's called turbo sizer.
There's a reason for that.
Seriously though, that's awesome you are going to turbo it. I made a spreadsheet that calculates the pressure ratio and mass air flow required to get the correct size turbo(s) for an engine. This allows you to take those two numbers and look at the compressor map from the manufacturer to make sure it won't operate in choke or surge. I can send it to you if you are interested.
Depending on how much boost you plan to run you may need to replace the plastic intake for big power.
Yah you can send it if you want. I wouldn't mind looking at it. I habe already ordered half my turbo stuff. There is a local tuner who has built his career on tuning turbo ls motors and spoke with him about my goals and have come up with a solid plan.
I want managable power. I dont see the need for twins and 1,000hp. My goals are 450-500hp.
I love the 4.8 and turbo idea. I think the 4.8's are extremely misunderstood. For that price too
Can't wait for more updates
Can't wait for more updates
Anxiously waiting for this to come together.
So, dumb question. How the hell do you do a single turbo on a V8 motor?
So, dumb question. How the hell do you do a single turbo on a V8 motor?
I thought about that as i hit send.
But, the question still stands. I don't' have my dmax to inspect yet
I'm guessing one header's exhaust crosses over to connect before it goes into the turbo?
Never looked at it before.
There is a few ways to accomplish this. but simplest I think is to flip the manifolds forward or get a shorty header and flip it. Turbo's don't at this power level care about the lengths as much as they care about retained heat energy. everyone gets caught up in making fancy headers when in reality the stock iron manifold would work better for the lower power needs they are shooting for. Heck even in a 1000hp build you could say that because of the amount of heat energy that is lost.. Heat spools the turbine and helps create the power, when you loose that in favor a flow you give up a lot.
That being said proper coatings can fight this and like anything else the sum of the parts will be the result.
With the turbo Nate selected this should be a very happy torque but fun engine, I bet the boost will start to creep in 1500-1800 and be at full boost by 2-2400 at worst, the cool thing is that hes not shooting for the moon on this power wise, that is good because the larger charger does not present a large impact on exhaust flow at that level, so really it should feel similar to a NA motor of the same power. There should be little perceptible lag, quick on throttle spool time\ boost threshold, insane throttle response and power all the way to redline with a torque curve that is as flat as a machinist straight edge.
That being said proper coatings can fight this and like anything else the sum of the parts will be the result.
With the turbo Nate selected this should be a very happy torque but fun engine, I bet the boost will start to creep in 1500-1800 and be at full boost by 2-2400 at worst, the cool thing is that hes not shooting for the moon on this power wise, that is good because the larger charger does not present a large impact on exhaust flow at that level, so really it should feel similar to a NA motor of the same power. There should be little perceptible lag, quick on throttle spool time\ boost threshold, insane throttle response and power all the way to redline with a torque curve that is as flat as a machinist straight edge.
yep
650hp 4.8
Ok! Now how do you get that to fit in a first gen Blazer! Might have to move the firewall back some to get that particular setup to fit!
I tried finding more info on that turbo but I couldn't, I guess the compressor maps are not released.
Folkenheath is talking about these maps. At first to me they looked greek.
Pressure ratio is the calculation of the atmospheric pressure (depends on elevation) and the actual boost pressure in the manifold minus the pressure drop. Add the atmospheric to boost and you get absolute pressure divide that by atmospheric and you have the pressure ratio.
You can ballpark this by using Bar for your pressure calcs.
Folkenheath is talking about these maps. At first to me they looked greek.
Pressure ratio is the calculation of the atmospheric pressure (depends on elevation) and the actual boost pressure in the manifold minus the pressure drop. Add the atmospheric to boost and you get absolute pressure divide that by atmospheric and you have the pressure ratio.
You can ballpark this by using Bar for your pressure calcs.
26.7 psia / 14.7 psia = 1.82
Corrected airflow is the total flow of the engine in lbs/min when I was doing this for my motor is ended up 22lbs at a 1.85 pr if you match that on the compressor map you'll see that at peak boost and flow were the dot lines up. Right in the middle, that's great because the turbo is at its most efficient.
This doesn't mean its correct. because based on your calculations it might be better to go with something else, you can plot your airflow and pressure ratio along the compressor map, this will show you what part of the compressor zone you will be in at any point in time. you want to try and be in the most efficient part of the map at or a bit beyond where you make peak torque, this is good on both sides, because if you make peak boost right at peak cylinder pressure that causes pinging and makes the engine somewhat peaky..
Picking a turbo that makes up what your engine doesn't have make a well rounded package.
IE: Hondas are gutless wonders, either pick a turbo that will be at peak in the upper range and make an even more gutless wonder or pick one that gives a little up top but makes the lower end more drivable.. This is the case with all motors.
One more point, two turbos create more heat in the intake, this is where Nate is smart to go big single, he can run less psi(less heat) larger turbo but not too big(quicker spool) and large enough to allow him to stay in the highest zones of the compressor map(efficient).
I'm curious to see how this all plays out.... it's definitely going to be one-of-a-kind.
It does make me wonder though... isn't this going to be a crap-ton of work and expense for "only" 500HP?? Or is the turbo stuff so cheap these days that it's not even a concern?
-G
The turbo is less than $400 and I think it's gonna make more than 450 unstressed.. Plus he'll have the oem cam and it'll run like a stone stock motor off boost..
Is an intercooler part of the plan?
Or meth?
beags86
Eastbound and Down
It does make me wonder though... isn't this going to be a crap-ton of work and expense for "only" 500HP?? Or is the turbo stuff so cheap these days that it's not even a concern?
-G
This was kind of my thinking. 500 hp? You can get that na easy enough. Why mess with the rest?
Regardless either way will be cool.
Yes it wikl be intercooled. Have one on the way. And yes i will be doing water meth kit.
Also will do head studs, valve springs, #80lb injectors, 76 mm turbo, intercooler, water meth kit, and then dyno tuned.
I already have most of the parts on order so gonna hopefully get the motor togethor soon.
Right now its looking like ill be $2000-2500 tuned and ready to go. Hp #'s on a turbo are all speculation until its on the dyno. Boost and tune are huge factors in where you end up.
Plus 450-500hp is just my start goal. Ill hit that and see how the truck handles it and if. I want more thats the beauriful thing with boost....turn it up
Also will do head studs, valve springs, #80lb injectors, 76 mm turbo, intercooler, water meth kit, and then dyno tuned.
I already have most of the parts on order so gonna hopefully get the motor togethor soon.
Right now its looking like ill be $2000-2500 tuned and ready to go. Hp #'s on a turbo are all speculation until its on the dyno. Boost and tune are huge factors in where you end up.
Plus 450-500hp is just my start goal. Ill hit that and see how the truck handles it and if. I want more thats the beauriful thing with boost....turn it up
Cough cough turbo cam...
