DemonSVT:
There's also a little problem (difference) in compression ratios. Stock non-intercooled turbo's normally have a 7:1 CR (or so)
The Duratec has a 9.7 to 10.25 CR. That's a disasterous difference!
Good point...
Look at the S/C Duratec's. I've seen them lose 40 or more HP on just a hot day!!! That's not even taking into consideration any posible engine damage due to heat, detonation, etc... IMO they too should use an intercooler...
...and I agree... but weren't we just saying it's impossible to fit an intercooler under the hood?
Why would you want power coming on at "say 1600rpm" when the engine doesn't come alive to around 2500-3200rpm anyway??? This engine's design (cams, intakes, head geometry) is not designed for that. Not only that, but spending twice the money for it too. Building a turbo setup tailored to the engine's design parameters is by far the best way to extract the best and most reliable performance from it.
The only nuisance about this car is the lag at the low end, from 0-3400RPM. Getting rid of that is something I've been aiming at for a little while and with little or no autmotive engineering experience (all I really do is read books), this is virgin territory for me.
I've been picking up things here and there on ways to eliminate the big, fat sag in everyone's dyno charts, but nothing comes as close as the turbocharger option... but that got me thinking. Turbos do need time to spool up (from what I've heard). Why not look around for setups that don't have this problem? So there I went: I spent at least 90 minutes looking for TC installs that don't need 6 seconds (give or take) to boost.
The Audi model turned out to be the best of them. I Know the space in the Contour/Cougar's engine bay is limited, but in the absence of two of the larger, removeable engine bay components (the battery and the coolant reservior), a small TC and it's intercooler could fit, one on either side and mate up to a custom UIM.
I understand that doing something like this requires all of the research and development that Chris Hightower and his development company have already taken care of, and in light of that, the premise of the original post was not to suggest that this kit be done, only to ask if it was a design that was possible and had it been considered. I thought I made that clear. Three times. :p
Anyways. I still believe the Biturbo route is the best way to go for "max boost" (as VW calls it
), getting the biggest bang-for-your-PSI. Whether or not a setup like this will fit under the hood of a CSVT remains to be seen. This entire thread is purely speculative, like many posts I've started (I have quite the imagination :rolleyes: ) and I started it to query the group as to what they knew about TCs... but that's not what I got back, to my surprise.
Most of it was criticism, which is expected to come in small doses, but not in every post. That lead me to believe that *cough*
nobody understood the whole thing... but oh well. I will likely try again with another wild idea at some later time.
.RMk..
