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Brettus, did you ever consider getting a compressor wheel with less blades, this should offer more air flow at low pressure ratio, don't shoot though I am trying to think out loud
There is heaps of flow left in the compressor I have now ..... If only I could use it !
Something interesting : The GTX3582 has almost identical characteristics to the 9180 compressor up until around 2.5Pr/58lbs and will match it all the way up till around 66lbs/min/(0.5kg/s) ...
My numbers plotted on matchbot....
While the 8374 looks a lot different - the similar to a GTX3576 up to that point.
Brettus quote: "Something interesting : The GTX3582 has almost identical characteristics to the 9180 compressor up until around 2.5Pr/58lbs and will match it all the way up till around 66lbs/min/(0.5kg/s) ..."
Brett, Wouldn't we expect the system to experience unstable flow operating so close to surge line below 4k rpm on the 9180 compressor?
Brettus quote: "Something interesting : The GTX3582 has almost identical characteristics to the 9180 compressor up until around 2.5Pr/58lbs and will match it all the way up till around 66lbs/min/(0.5kg/s) ..."
Brett, Wouldn't we expect the system to experience unstable flow operating so close to surge line below 4k rpm on the 9180 compressor?
Thx
I don't know , I have never experienced surge ..... All I can tell you is that I'm not seeing any sign of that on the GTX3582
Thanks man.
Not sure what you meant re the knife comment (maybe something to do with a certain naysayer ? ) . BTW I've made a few more minor tweaks and have booked her in for another dyno next week .
I think it can do better than 424 ...............
Looking forward to hearing about these sneaky "minor tweaks". Fingers crossed they net you some gains.
None of these will give much hp but every little bit helps :
1/Realign PPF (had a vibration even though it was set to Mazda specs) so engine and diff at same angle
2/Replace the greddy cast elbow off the IC with a swept bend . You reminded me about that one ...cheers for that. I was shocked when I pulled it off to find it had an ID of only 53mm !
3/Increase wastegate boost cut rpms a little.
4/Tweak fueling so I can raise boost a little.
None of these will give much hp but every little bit helps :
2/Replace the greddy cast elbow off the IC with a swept bend . You reminded me about that one ...cheers for that. I was shocked when I pulled it off to find it had an ID of only 53mm !
Yeah when I did my build I just bought a Long Radius 90deg silicone coupler to replace this piece, another benefit is that it's two less connections in the charge piping.
Yeah when I did my build I just bought a Long Radius 90deg silicone coupler to replace this piece, another benefit is that it's two less connections in the charge piping.
Absolutely !
I'm annoyed at myself for not seeing it earlier !
Brett, how much air are you moving at this WHP level ??
It's around 420g/s(56lbs/min) from the maf readings ,but hard to know how accurate those are. It seems to line up pretty well with the Matchbot calculations.
Did you connect the SSV to the VDI connector for better control over when it opens ?? Forgive me if this has been asked before, I know it was mentioned either in this thread or Slash's build thread
Did you connect the SSV to the VDI connector for better control over when it opens ?? Forgive me if this has been asked before, I know it was mentioned either in this thread or Slash's build thread
I have tried that in the past ...but no , not at the moment . I just reset the SSV table to have it open at 4000 . Which does help the turbo to spool up a little quicker and avoids the hesitations you get if you keep the stock settings .
Ok - so I hit the dyno again yesterday ... different dyno again . Result ...pretty much the same . Please ignore the torque figure , it relates to dyno drum torque not engine torque . Actual torque is around the 300lb/ft mark.
I can conclude from all my trials and misadventures that this is as good as it gets for a Renesis engine . I'm 99.9% sure that not even a larger turbo/larger manifold/less restrictive system ...whatever you can think of, would offer much more than what you see here .
The main issue that I've talked about all through this thread is the Siamese port and what happens when chamber exhaust pressures reach a certain level . Doesn't matter what you do , once that level is reached .... I believe there is massive reversion between the rotors through the Siamese port and this not only saps power but will result in sudden death if operated in this range .
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