i talked about restriction in cool side, i'am agree - no problems with hot side as long as we using huge WG. Sorry, i didn't got what you mean....first is big turbo, and small one gets gases from WG or what?

Sunny

which one lancia engine you talking about? abarth from S4? there was supercharger and turbocharger....classic 4cyls 16valve.
Engine can't be wrong as long as it is 4 stroke, 4valve per cylinder and with fuel injection
If you will calculate looses for spreading heat from surface of exhaust tubes and compare this looses with energy developing by each stroke of engine, you will see that this looses are in ignorable quantity!!! it is fear tail for client of tuning shop to help to sell heat guard materials

Hmmm, a Treadstone IC....time to call in Jason Bourne

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Don
GT4DC Chairman
1994 Toyota Celica GT-Four ST205WRC JDM 269bhp @ 0.9bar
1994 Toyota Celica GT-Four Special GT 590bhp @ 1.8bar
1989 Van Diemen RF88/89 Formula Ford 1600
2008 Nissan Patrol GU 3.0L ZD30DDTi 154bhp

Hi,

sklopendra, sorry i doesn't know the exact name of the engine, i read it a book long time ago

i think the engine itself has not enought power with only 2L displacement, the idea with a supercharger sounds better to me

i should read the book again to know the exact problems again...

greetz

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we will keep on to discover
Of course supercharger gives lowest response, but i see there some problems in realization which i don't wand to sort out
If you stay with turbochargers, the only problem is piping, no chokes, no bypases etc. For supercharger you need to produce special supporting arm, and it must guarantee very precise axiality and any way you will need piping as well.

ps thanks in advance for information regarding lancia.

Hi,

very complex, thats true
a company in austria does such a project on a MR2 but i doesn't know any details

greetz

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there was a rare twincharger kit for the 4age. I think it was made by Blitz for the corolla

turbo! turbo! turbo!))))

My advice is that it's not just or only a turbocharging issue...

I think you should "re-design" every engine part to get what you want...
and I mean to recalculate EVERY aspect, measure and number inside the engine to reach your goal.

Building a "GOOD" engine it's not just buying parts and install them...
a previous project and calculations is a MUST in this case.

IMHO.

I'm personally very happy with full boost at 3000 rpm, max torque at 4900 rpm, and a max power that breaks gearboxes, with just ONE turbo...

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Wolf_Tm
TM 250 enduro 2 stroke
GT-four ST205 Snowy White with selfmade 3SGTE v4.1 - [2.34kg/bhp DynoDynamics]
http://www.youtube.com/WolfTm250
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Lancia Delta S4 & ECV had not the classi 4cyls16valve, but a special 1800cc engine with TRIFLUX head and 2 charging setups:
the S4 had the sequential supercharger/turbocharger and the later ECV had the better twin turbo setup.

In the twin turbo setup, at low rpm the 2 diagonal exhaust valves were charging just one turbo, while at higher rpm, both.

_________________
Wolf_Tm
TM 250 enduro 2 stroke
GT-four ST205 Snowy White with selfmade 3SGTE v4.1 - [2.34kg/bhp DynoDynamics]
http://www.youtube.com/WolfTm250
http://www.facebook.com/wolf.tm

I think you should "re-design" every engine part to get what you want...
and I mean to recalculate EVERY aspect, measure and number inside the engine to reach your goal.
on my engine range from 5000 till 9000 rpm is marvellous, but now i want to extend it a bit lower. It is clear, that _one_ turbocharger and camshafts cannot work everywhere (i mean revs). That was a reason to think about another one turbo which will give good air charging even with wide phase camshafts in low range of revs. I don't want to lose 5000-9000.

Building a "GOOD" engine it's not just buying parts and install them...
a previous project and calculations is a MUST in this case.
100% argee

I'm personally very happy with full boost at 3000 rpm, max torque at 4900 rpm, and a max power that breaks gearboxes, with just ONE turbo...

not a power brakes gearboxes, but shifting and difference between speeds of crankshaft and output shaft of gearbox when driver releasing clutch

i cannot imagine "diagonal valves"....diagonal placement in chamber or in different cylinders?

It would be fantastic (and cheaper...) if you were right... but you're not completely:
too much torque (yes, not power) can easily break gears, shafts, differentials and axles.
Even with no abuse and with gentle driving.

Triflux head had four valves per cylinder, with "X" position valves, that is to say the 2 exhaust values were not side by side, but in diagonal. And so the intakes ones.

Ps: never said i'm not happy of my 5000 to redline

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Wolf_Tm
TM 250 enduro 2 stroke
GT-four ST205 Snowy White with selfmade 3SGTE v4.1 - [2.34kg/bhp DynoDynamics]
http://www.youtube.com/WolfTm250
http://www.facebook.com/wolf.tm

for sure st205 gearbox handles well 580-600nm of torque. ok, it's not a subject
Do you think GT28R will spool up at 3000-3500?

Even more...





Yes it can...
but as I said, and as I'll always say, it ALL depends on what was done to an engine:
you could have slow spool up and/or peaky powerband even with little (compared to the engine displacement) turbos, just for bad tuning, wrong parts installed, bad or NO project behind the engine.
Ah... be aware of the fact that mechanics usually (99.99%) have NO idea of what an engine project is.

Good luck.

_________________
Wolf_Tm
TM 250 enduro 2 stroke
GT-four ST205 Snowy White with selfmade 3SGTE v4.1 - [2.34kg/bhp DynoDynamics]
http://www.youtube.com/WolfTm250
http://www.facebook.com/wolf.tm

Hi,

wolf, well said

sklopendra, note ->"bigger is better" is not true
focus a target and then plan & build the engine

greetz

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