Contour Enthusiasts Group Archives Forums Modifications Forced Induction Did he say twin turbo?

Ok youv actaully made 1 comment that was a legitament statement and that was about the heatloss. What about the flow argument I made earlier? The exducer bores and so fourth?

It just irritates me that people are so closed minded that i get attacked like its sack religious to even bring this up. I feel like im in a mid evil court telling people the sun doesnt revolve around the earth vs. the earth revolves around the sun. Now that iv had a chance to cool off and look at the posts and see what was said. I came into this very open minded. Then 3 people begin attacking me ruthlessly. The first being rara. Who called me a dumbass for even considering it. This is offensive Ofcourse i got agitated.

The second person who comes along is stazi. Calls me an assclown for even making an argument for twin turbo`s. Tells me to shut my fuggin mouth. Yes lets have a technical debate here about twin turbo`s SHUT THE [censored] UP SINGLE TURBO SYSTEMS ARE ALWAYS BETTER LA LA LA LA LA I CANT HEAR YOU! well thats a little one sided isnt it? No one can ever figure anything out unless you debate it.

Third is this path guy whose just pissed off that anyone would even think of a twin turbo setup becuase he just spent 5k and 7 months with out a car to have sf make a single turbo kit.

I want to debate this. Im well aware that space is critical inbetween the firewall and the engine on these vehicles. I really think i have written the last 3 posts accuratly enough for anyone to understand what im trying to say.

So with out yelling at me calling me a dumbass or otherwise insulting my intelligence i would like for someone to battle the tech which I have placed forward. About the exducer bores and their ability to flow for one thing. Accounting the extra turbulence in the 6-2-1 turbo header causing extra pressure and less efficiency.

Also my reply about the compressor maps I chose. These maps will put you under the surge line as long as you tailor the boost under that curve as needed for instance you can ride the surge line all the way up using


5-6 pounds at 2000 rpm
12-13 pounds at 3000 rpm
18 pounds at 4000 rpm and above that its your call This compressor map is a good match for top end performance. THe mid range temps will be high but you just limit boost under deto. Its not all that important to run high boost through the mid range anyways. All the torque is hard on parts. Not like its useful. Why torque through something when you can just down shift?

The engine is still very shallow stroke and it likes rpms. No reason to try and turn it into a torque monster when its built around oversquare high rpm operation.

Further more on the horsepower issue as someone was bringing about reliability as an issue. Horsepower doesnt break parts torque does. You only need 431 brake ft lbs of torque at 7300 rpms to make 600 bhp. I know iv seen dyno plots with duratechs making comparable amounts of torque and not breaking mtx 75`s. A good argument for this is if youv ever seen the drive shafts on the space shuttle carrier. The engines make a rediculously small amount of horsepower but they make 20000+ ft lbs of torque and there is 4 of them.

You could hook a 100000 rpm engine up that makes 5000 horsepower to the mtx 75 and as long as it didnt break the torque capacity for the transmission youd be fine. I dont have the gear ratio`s on me but in first gear the mtx 75 stands over a 500 ft lbs of wheel torque with gearing on a zetec. Youd be hard pressed to find that much torque in a duratech in 3rd or fourth. Its in the top gears youll break it not comming off the line though. Because past a certain torque rating youll just loose traction in the lower gears. But in 3rd or fourth because of vehicle speed aerodynamics are going to "brake" the vehicle. Making the engine able to push forward more without loosing traction.

I definatly think its upto the task to handle pretty much what you want to throw at it as long as you bring brake torque down below 500.

The same is true for piston+con rods+crank+block. Torque is the major stressing factor in the engine because it directly relates to mean effective pressure. Or the pressure the combustion cycle is putting on the parts. You use this to determine how much the piston is pressuring everything else in the drivetrain.

Horsepower is just how often this amount of mean effective pressure is generated. If you generate the same mep a 1000 times per a second its going to stress the part the same amount as it would say if the part was being stressed 1 time per a second. But the part is still only stressed at a 145 psi. It just gets stressed more often in a smaller period of time. Just because you bang a hammer against a nail 50 times a minute compared to once a minute doesnt mean its going to wear any faster.