Here:

MFR@9000= (2.703*14.7*417*1.61)/(85+460)= 49 lb/min
MFR@6000=33 lb/min
MFR@5000=27 lb/min
MFR@4000=22 lb/min
MFR@3000=16 lb/min
MFR@2000=11 lb/min
MFR@1000= 5 lb/min

 

That is at 1.61 ATM Air Density. Or 1.75 ATM Boost approx: 13 PSI of Boost

 

Your Ve is awfully optimistic at 9k!

 

Let a man dream dammit!!!!!!!

I was going to kick out the VE curve stuff out of my software, but too lazy right now.... besides if you get on ethat CAN do 50 lb/min of air.... your golden.

 

Oh and spool up at 11 lb/min of air....

 

40lbs of air wont come close to supporting 450hp. You must be confusing your 'Piston Math' and your 'Rotary Math' again. Time to recalculate.

 

Depends on your HP goals and what PR you want to run at. The turbo MM is recommending would be pretty good up to about 6-8psi. That's what it was intended to do. After that you get out of its efficiency range and don't get much more than a small heater.

I think to keep efficiency higher and have ample flow the GT30 is a better move for higher boost(8+ psi), and you can get it internally or externally gated. Sure you can take a smaller turbo to the choke line, but this will be at the cost of efficiency and power. Take your pick, do you want faster spooling and less power, or on the other end a marginally smaller operating range but the ability to create more hp in the mid range and upper rpms.

 

So I'm on my second read of Maximum Boost by Corky Bell and I now actually understand halfway what the hell you guys are talking about. Pretty cool!

 

Good job. When you are done pass the book on to someone else and pick up his book on supercharging.

 

Its mostly the same book. Most of the theory and math is copied completely.
You can almost feel Bell's disdain for superchargers in general as you read it.
Fairly comprehensive, though.

 

You know I got that same feeling from the Maximum Boost book. I was just sitting here wondering if he was as pro-superchager in the supercharger book as he is pro-turbo in the turbo book.


Sorry this is not a book thread.

On Topic - It looks like the hardest part of building your own system is going to be the piping and the manifiold. I'm interested to see how you end up solving these two issues.

 

Supercharged was pretty good, I thought. But the complexity of the system as compared to the turbo becomes even more apparent after comparing the two books to one another. The part about calculating power losses through the parasitic loss of the SC is pretty cool, and a bit demoralizing...

 

I had down in my calcs ~47lbs/min @ 12psi. I think I just ballparked VE at 85%...

 

Works for me, I was at 13 PSI...

My software is going to have a VE curve, so you will know what is ACTUALLY is at each load. But I don't want to kick it out right now.

 

Yeah, I've been watching that other thread fairly closely. Pretty cool stuff you've been working on...

 

Thanks RD. I am getting close, my timing stuff should be out of this world...

 

oh I see. Thanks for the gentle response. Please refer to the first part of my sig. XD

 

i am talking to hurley rotary right now to see if they have a rebuild kit for my engine and if they do then i am going to rebuild my motor before i boost it...thought it might be a good idea

 

Why would you do that? At least get the compression checked first, and if it's strong I don't see the point.

 

^+1. Check compression first. Why rebuild a perfectly running engine with strong compression?

And, check out Mazdatrix for Renesis rebuild kits

 

One way to make a turbo manifold:

http://www.autospeed.com/cms/A_2604/article.html

 

wow that was actually alot of help...thanx!!

 

Did you see part 2?

http://www.autospeed.com/cms/A_2605/article.html

 

So what PSI would a 2871 be good for versus a 3071 or 76?