Operating temperature

[Screaming Metal]

Yup, heat transfer, I'm with Mike....they makethings so ineffecient. Right now I'm working on a project for this racer guys rod engine....suppossed to be cutting edge, right? Aftr fussing with him for about a month,he finally decided to kinda meet me 1/2 way.

He wants a turbo'ed motor to act like a blown motor. SOOO, to get the turgo lag down, we're running a small turbo that immediately puts the boost to the intake, as soon as it runs out, the main turbo comes on the pipe.

We have it to where it is very little lag at all, but after we have it wound up making good power, the turbo wants to stay spooled up, so I put a valve ahead of that to shut down the exhaust flow, something on the order of a jakebrake, so-to-speap.

Got it all worked out now, got about 35 hrs. runtime on the dyno...now we gotta find a way to make it look good. I'm gonna change upsome plumbing and make a complete set of gnarley bed o snake headersfor it...one turbos out in front of the motor, the other is mounted up above the other. The cone type of aircleaners (K&N) are pointed forward.

It isn't like looking at a blower and the belt, takes a little to get used to, but the performance is way on up there, and it really doesn't look bad. Of course, I've got all the parts that get really hot wrapped in titanium heat wrap. Whats cool is you can see the tubing glowing red when its working really hard.

I've gotta now make a couple of tubes inside of tubes to handle the superheated exhaust gases, to keep from burning things out.....

 

[Mike]

@Rick - Yes, to some extent. You are using exhaust that would be present anyway to spin a compressor, rather than driving it off the crankshaft. Just as a note of interest, a 14-71 blower requires about 900 horsepower, just to turn the rotors at around 8500 RPM. Can you imagine if there were a way to produce the same power without that parasitic loss figuring into the equation? :hooray:

@SM - Years ago, a fellow here in NHRA Division 3 had a T/AD with a pair of turbos on it. It rarely ever moved without shaking its brains out. But it was a trip hearing it on a single. It would square the tires up so bad it sounded like a million basketballs being dribbled at once. Without the typical exhaust note, you could actually hear the tires. But you didn't want to watch, because just seeing it shake made you hurt.

Why not spool the turbo up with a bottle of CO[sub]2[/sub] ? Would it require enough volume to make the bottle weight prohibitive?

I always thought turbos got a bad rap from the sanctioning bodies. When Ingersoll was struggling with his Buick program, IHRA was more than happy to take his entry fee. Once he got the car sorted and went to the finals at Bristol, that was the end of the line.

[media]

Amazing how he was able to hunt the 700 inch cars down in high gear. Also pretty amazing how Glidden was able to <AHEM> run away from him like he did in the final. <cough, cough> I would have loved to seen the look on Tricky Rickie's face when the chute came off the car in the semis. Back in the day, Bristol was not the track to have that happen.

As memory serves, the turbos actually belonged to Buick and when Ingersoll parked that car, a couple buddies of mine in MI, Garth Hill and Charlie Williams, ended up with the stuff. They had a turbo 231 Buick in a Bantam and ran AA/AT with the car. The damn turbo housing was as big around as a bushel basket. They ended up ditching that program and ran an inline Jeep 6 cylinder in E/EA and actually had some success with the combination. We were at the Indy points meet one year and had the right lane. The car was in the water and Garth was in the pair ahead of us, running the left lane. I heard their motors coming up and was motioning Brian forward, when I saw his eyes turn into saucers. I looked over my shoulder and Garth had the Bantam up in the air and coming over center. They broke the wheelie bar and the car ended up laying on its roll cage, just behind the starting line.

 

[Ted Brown]

My old friend, may he RIP, was a great radiator man, specialized mostly in heavy truck rads... He said that a good cooling radiator needs no cap at all, as they will not boil over, because they wound get that hot... all the new engines are running very hot because of all the pollution "they say" we are making with our engines, which is BS, only 2% of the total problem is from the auto...BUT! that is a whole different story.. back to cooling, he said the the max difference of the water going back in (out of the rad) should only be 4 degrees difference that coming out... That is why they use water jackets on boat exhaust headers to pre-heat that cold river water to closer to that wanted temp, as cold water entering a hot engine is a real big killer... :hooray: My engine used to run warmer than I wanted, so I installed a larger fan blade, now runs just where I want it, all the time, even in heavy traffic... Ride cool

 

[Screaming Metal]

Yea Mike, heres several fellas running the turbos....I like the guys running the smaller motors getting into the fight with the big motor guys. I love rooting for the underdogs.

Yes, we'd done some research spooling things up with diff. gases. On the street motor, he'd be outta gas soon. We were basing our design upon a older design folks were playing with back in the late 70's & early 80's.
Yea, it does sound different, with the pipes and all....it sounds like a jet turbine assisted smallblock, which really it is. When the whine of the turbo gets to whistling, you can't even hear the motor pratically! Ha! Even I had to wear hearing protectors!!!

 

[Ted Brown]

They sounded to me like a 6 banger... I guess I like the V8 sound, most people love the sound of power... :down:

 

[Mike]

Ted, you just have to remember power can sound like a lot of things -

Listen to how smoothly this piece is idling and then look at the numbers it made -

[media]

But when it comes down to making efficient HP, here's the top dog -

[media]

Sometimes you have to hear the power for what it is. Power is volumetric efficiency and the wee Renault has got it! :down: To the tune of 300 BHP per litre, which figures roughly to 5 HP per cubic inch.

 

[Ted Brown]

Ted, you just have to remember power can sound like a lot of things -

Listen to how smoothly this piece is idling and then look at the numbers it made -

[media]

But when it comes down to making efficient HP, here's the top dog -

[media]

Sometimes you have to hear the power for what it is. Power is volumetric efficiency and the wee Renault has got it! To the tune of 300 BHP per litre, which figures roughly to 5 HP per cubic inch.

I totally agree with you on this, but people not in the know, still love a big bad blown V8 sound, makes your whole body quiver inside with excitement!!! and I am sure you know just what I mean... even though that engine would probably run off and leave a V8 in a long race, maybe even a 1/4 mile drag race... But, that huge sound is hard to beat... :tip: PS, Way too many fellows think louder means more HP, and that is so far from the truth... it just makes it louder...

 

[Screaming Metal]

YEA BUDDY!!!!....I love wringing those little asses off! Ha! Alot of folks think you just bolt a motor up and run it in on a 30 minutes session on a dyno, when it can actually last 30 to 40 hours at a time. Sometimes, alot longer.

Remember that sound that Mike has got on the site, besides Renault....remember the names Honda, Ferrari, Porche, Jaguar, BMW, to list a few. Just remember those little 4 bangers that propelled the Indy cars. A wide open Lotus is music to ones ears....