Project: Smogie...RacinNdrummins IDI build
#1861
05-06-2014, 10:24 PM
bummer
#1862
05-07-2014, 01:00 PM
#1863
05-07-2014, 05:57 PM
Senior User
This manifold design is a compromise to be able to supply a bolt on kit, you cant run the pipes straight back without moving the engine/trans forward. I tried many different configurations on both sides to not hinder flow, but there was packaging issues. To answer your question, do I think there will be issues with flow and pulses conflicting?.. Flow no, the ID of the big tubes on the manifold are 2-1/16", That's as big as the exit of the Y on the 093, and both banks have to go through that and the radius on the back cylinder is still generous enough that I doubt you would see any issues on a flow bench.... Pulses, I don't think so, because any manifold is going to have pulse issues, if anything, I think the pulses are going to be fairly even at the exit of the manifold due to the "plenum" area being uniform. The only way to make a perfect manifold, and do it relatively affordably, is to make it out cast iron, then the transitions and radiuses can all vary to make it packagable... However, That is not in the cards of 99.99% of IDI guys, and my goal with this kit is to make it as affordable as possible, That means less cutting, less welding, less fitting, and as easy as possible to build, while making it perform far better than any of the kits ever available for the IDI.
Honestly I don't see that as much of a problem, and after looking at that other "Boost" system on OB (I'll negate using names because I don't wish to start some Flame War Post) I see your system as being a much better approach to a tried and true bolt-on system.
Can't wait to see how this turns out... I'll take it you're going to be running some number on all of this?
#1864
05-07-2014, 06:38 PM
... Taking everything down to the shortblock, meaning everything above the short block is coming off.
#1865
05-07-2014, 06:39 PM
#1866
05-07-2014, 06:49 PM
Senior User
#1867
05-07-2014, 07:47 PM
#1868
05-08-2014, 01:48 PM
That's the plan... I am going to modify my G's even further, and run those. I think with the extra .050" of stroke and the Opened up nozzle, it will make the pump quite a bit happier. I love how clean my truck runs with the stroked 2500 pops, but anything I can to help get the fuel to the pre-cup at this point, I am going to try, even if it means a bit more smoke.
#1869
05-08-2014, 01:53 PM
#1870
05-08-2014, 02:38 PM
Yes..... HX35/S366... If the 366 isn't enough, Ill step up to an S471...
After running the 366 as a single, and knowing I need a turbo this size to get to my goal, its making more sense to me to throw a little turbo in between to maintain the low end characteristics of an IDI. Due to the nature of our pumps, we don't make power up high, and to make power up high, you need timing... Our trucks normally like conservative timing because the fuel curves lend themselves to that sort of powerband. I am going for something totally different now... A huge area under the curve powerband up to 4000K, locked out timing in the pump, and a large turbo to provide the airflow to do it on this displacement. Being that we don't have computer controlled 2d timing like a powerstroke (which can get away with running a 366 as a single and spool it just fine in a street truck), we have to treat our engines like a 12v, and if you haven't noticed, just about any 12v over 500hp has compounds...For the same reason, to maintain low end torque, with top end airflow. Im a little scared that the HX35 is going to boost too soon and damage some parts, but I am going to try and tune that out as best I can with the internal wastegate (Hogged out) on the HX and an external on the intermediate pipe before the 366. My goal is to have a solid 40psi boost at 2000RPM, and about 20psi at 1800.
After running the 366 as a single, and knowing I need a turbo this size to get to my goal, its making more sense to me to throw a little turbo in between to maintain the low end characteristics of an IDI. Due to the nature of our pumps, we don't make power up high, and to make power up high, you need timing... Our trucks normally like conservative timing because the fuel curves lend themselves to that sort of powerband. I am going for something totally different now... A huge area under the curve powerband up to 4000K, locked out timing in the pump, and a large turbo to provide the airflow to do it on this displacement. Being that we don't have computer controlled 2d timing like a powerstroke (which can get away with running a 366 as a single and spool it just fine in a street truck), we have to treat our engines like a 12v, and if you haven't noticed, just about any 12v over 500hp has compounds...For the same reason, to maintain low end torque, with top end airflow. Im a little scared that the HX35 is going to boost too soon and damage some parts, but I am going to try and tune that out as best I can with the internal wastegate (Hogged out) on the HX and an external on the intermediate pipe before the 366. My goal is to have a solid 40psi boost at 2000RPM, and about 20psi at 1800.
#1871
05-08-2014, 04:12 PM
Yes..... HX35/S366... If the 366 isn't enough, Ill step up to an S471...
After running the 366 as a single, and knowing I need a turbo this size to get to my goal, its making more sense to me to throw a little turbo in between to maintain the low end characteristics of an IDI. Due to the nature of our pumps, we don't make power up high, and to make power up high, you need timing... Our trucks normally like conservative timing because the fuel curves lend themselves to that sort of powerband. I am going for something totally different now... A huge area under the curve powerband up to 4000K, locked out timing in the pump, and a large turbo to provide the airflow to do it on this displacement. Being that we don't have computer controlled 2d timing like a powerstroke (which can get away with running a 366 as a single and spool it just fine in a street truck), we have to treat our engines like a 12v, and if you haven't noticed, just about any 12v over 500hp has compounds...For the same reason, to maintain low end torque, with top end airflow. Im a little scared that the HX35 is going to boost too soon and damage some parts, but I am going to try and tune that out as best I can with the internal wastegate (Hogged out) on the HX and an external on the intermediate pipe before the 366. My goal is to have a solid 40psi boost at 2000RPM, and about 20psi at 1800.
After running the 366 as a single, and knowing I need a turbo this size to get to my goal, its making more sense to me to throw a little turbo in between to maintain the low end characteristics of an IDI. Due to the nature of our pumps, we don't make power up high, and to make power up high, you need timing... Our trucks normally like conservative timing because the fuel curves lend themselves to that sort of powerband. I am going for something totally different now... A huge area under the curve powerband up to 4000K, locked out timing in the pump, and a large turbo to provide the airflow to do it on this displacement. Being that we don't have computer controlled 2d timing like a powerstroke (which can get away with running a 366 as a single and spool it just fine in a street truck), we have to treat our engines like a 12v, and if you haven't noticed, just about any 12v over 500hp has compounds...For the same reason, to maintain low end torque, with top end airflow. Im a little scared that the HX35 is going to boost too soon and damage some parts, but I am going to try and tune that out as best I can with the internal wastegate (Hogged out) on the HX and an external on the intermediate pipe before the 366. My goal is to have a solid 40psi boost at 2000RPM, and about 20psi at 1800.
Also as for the Hx35, could you make a 16cm housing from an Hx40 work on it? This might help prevent to early of spool up and then you could wastegate it to prevent too high of boost.
#1872
05-08-2014, 04:26 PM
I have actually recommended a setup similar to what you are building to a few people. Its cool to see you are doing it so others can see how it will perform. Like you said about the 12v Cummins, the compounds help achieve a broader power curve. This especially holds true with the VE pumped Cummins cus like us they have all of their fueling down low cus of the rotary style pump. Its just the nature of these types of pumps. The most powerful VE pumped Cummins are usually compounded like you said. Where are you gonna place the second turbo? On the passenger side and move the batteries?
Also as for the Hx35, could you make a 16cm housing from an Hx40 work on it? This might help prevent to early of spool up and then you could wastegate it to prevent too high of boost.
Also as for the Hx35, could you make a 16cm housing from an Hx40 work on it? This might help prevent to early of spool up and then you could wastegate it to prevent too high of boost.
is getting painted monochrome Red/Black.
As for the exhaust housing, Im going to stick with the 12cm, I am going to hog the center back, and open the WG hole as much as possible with a bigger puck. Im pretty sure I can tune it by adjusting the wastegate to dump more fuel earlier, and its not being wasted, because it will just drive the 366... Id rather have the smaller housing for broad tuning capability.
#1873
05-08-2014, 04:42 PM
#1874
05-08-2014, 07:48 PM
#1875
05-08-2014, 08:26 PM
I think the best part about all of this, is now we are looking at airflow mods, when airflow was never ever an issue, LOL... That's not to say we have fuel taken care of, but its a significant step!