Turbo sizing, generic question
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FTE Leadership Emeritus
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From: Long Island USA
Turbo sizing, generic question
Hello all... first time poster here, and I will describe my future project later in the post, but first, a generic question.
Say I have a 415 cubic inch motor, want to put dual turbos on it, as small as possible while getting say a max of 10lbs of boost at 5500RPMs.
Small, because I want them to spin up quick, but big enough to supply enough air to keep the boost up to a somewhat tame 5500RPMs.
Why?
I want to put twin-turbos on my V10 - I will do all the tuning, plumbing, etc.
This is a down-the-road project, but I see all these nice kits on eBay for generic twin-turbo setups for less than $1000 and was wondering if they were big enough for a mild MILD 415-cubic inch build?
I know, I could figure the CFM required for 415 cubes at such-and-such an RPM, like matching carburetors, but the boost thing gets me cross-eyed trying to figure if a turbo is going to put out enough ...
I need enough of a kick in the pants to get a bit more towing capacity, as well as be able to do empty runs and really pound the pavement. I am not averse to running two different tunes depending on what I'm doing, so that's not an issue either.
Thanks!
Say I have a 415 cubic inch motor, want to put dual turbos on it, as small as possible while getting say a max of 10lbs of boost at 5500RPMs.
Small, because I want them to spin up quick, but big enough to supply enough air to keep the boost up to a somewhat tame 5500RPMs.
Why?
I want to put twin-turbos on my V10 - I will do all the tuning, plumbing, etc.
This is a down-the-road project, but I see all these nice kits on eBay for generic twin-turbo setups for less than $1000 and was wondering if they were big enough for a mild MILD 415-cubic inch build?
I know, I could figure the CFM required for 415 cubes at such-and-such an RPM, like matching carburetors, but the boost thing gets me cross-eyed trying to figure if a turbo is going to put out enough ...
I need enough of a kick in the pants to get a bit more towing capacity, as well as be able to do empty runs and really pound the pavement. I am not averse to running two different tunes depending on what I'm doing, so that's not an issue either.
Thanks!
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i think the lack of responsies is because everyone is waiting for frederic to chime in he seems to be full of vast info on things like this and has helped me in many ways with simmilar ?? i would try to explain but i dont want to hose it up so just give it time and im sure he will give ya his 2 cents
FTE Leadership Emeritus
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From: Melbourne, Aus
Ok.
I would be going for something around a GT35
Depending on what your driving cycle is however.
This is a compressor map for a GT35:
And a turbine map:
10lb, will give you a pressure ratio of 1.8 (assuming a pressure drop of 1pound or so).
Your airflow will be about 16lbs per bank at 2000rpms - which will put you just in the maximum efficiency range too!!!
I would be going for something around a GT35
Depending on what your driving cycle is however.
This is a compressor map for a GT35:
And a turbine map:
10lb, will give you a pressure ratio of 1.8 (assuming a pressure drop of 1pound or so).
Your airflow will be about 16lbs per bank at 2000rpms - which will put you just in the maximum efficiency range too!!!
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FTE Leadership Emeritus
Joined: Jul 2002
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From: Long Island USA
Slick...
You know this is just a thought experiment, with a slim chance of reaching reality, but ...
What if it were twins? Sounds like you're saying one GT35.
Or am I mis-reading?
--
Time to design the "Hemi this" bumper sticker.
You know this is just a thought experiment, with a slim chance of reaching reality, but ...
What if it were twins? Sounds like you're saying one GT35.
Or am I mis-reading?
--
Time to design the "Hemi this" bumper sticker.
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yes it is, the easiest way to do that is get an intercooler that has dual inlets and a single bigger outlet. most of your imports run this kind of setup with a big front mount intercooler so you dont have to find space for 2 intercoolers in a tight setup.
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you should have twin 61mm t4's with a .84 turbine housings, i have them on my 347 and make full boost by 3,000 rpm, with more cubic inches to work with your boost threshold should be lower and your lag reduced also, and dual 3"inch down pipes are a lot easier to package than one monsterous one for one turbo
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FTE Leadership Emeritus
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From: Long Island USA
Old thread, but still thinking about this project. Two questions, and they may sound noobish...
1) I've been thinking about exhaust plumbing... What are the pros and cons of using a V10 header flange and making a custom header that exits up and in front of the engine and putting a turbo flange right on the end? And if that's too much of a pain to do (both welding and bending wise), are using the stock log manifolds a bad idea, or is a nice flow from headers still a better way to go? (I think I know some of these answers, just throwing it out there.
2) Where does the MAF go? Before or after the turbos? O2 sensors? Before or after?
1) I've been thinking about exhaust plumbing... What are the pros and cons of using a V10 header flange and making a custom header that exits up and in front of the engine and putting a turbo flange right on the end? And if that's too much of a pain to do (both welding and bending wise), are using the stock log manifolds a bad idea, or is a nice flow from headers still a better way to go? (I think I know some of these answers, just throwing it out there.
2) Where does the MAF go? Before or after the turbos? O2 sensors? Before or after?