cant argue with that logic

 

very true..... tis was the street fire vid of alpha that convinced me 2 go rl instead of sssc. i remember telling myself, that blue one with the white stickers looks hawt!

 

Damnit, why don't people realize that just because you don't have to bolt it on and it doesn't give 50hp that its a necessary mod?

I could take my IM to the same place that would port my head, and they would do it correct?

 

you're right. i can't dumb myself down enough to that level of retardation

 

You could... but they would probably give you a funny look when you handed it to them....
It's not an easy task to wrap your head around.

Might as well post this here for all to see.
I'll be posting some results, and a how to in a month or so (when I'm done testing and all that crap). You might cry when you see how I did it, but it's actually really easy to pull off yourself.

 

 

you could always get the ITBs the one company sells for the ecotec and fab up a connector for the SC

 

BUWHAHAHAHAHAHAHHAHAH

bryan=pwnd

 

 

There is no chance in hell that would work. That is for N/a applications only. If you wanted to run a turbo or blower with that you'd just be retarded.

 

someone suggested it on RLF in the thread with the red and blue anodized ITB setup...anyways on the same note all i have seen is turbo intake, and ITB manifolds for the ecotecs

 

itb's work very well with boost young one.

you just have to know what you're doing first off. have access to a machine shop, and a good understanding of cad itself to come up with something that will work.

 

So I just read through the whole thread, and he tvs certainly seems promising, my only question, and it may seem retarted, but I'm not all that knowledgable on superchargers, but right now I'm running 60 injectors, 2.5 inch engine back exhaust and intake. Cooing mods which are needed aside, what all am I going to need to upgrade in order to safely run this thing in it's production setting, or with a slightly smaller(comparable to my 2.8) pulley?

 

I'm not wanting confrontation here, but why does everyone not believe the Whipple'd balt? Just because you haven't seen it in person or because you have proved otherwise? I'm just currious from your guys' perspective.

I know of many people that refuse to post their setups on the internet because of all the stupidity on these forums. Hell I'd rather be wrenching and fabbing, but I'm stuck in the damn desert right now.

 

No confrontation here and hopefully from anyone else who knows and likes to discuss compressor efficiency.

This is gonna be a short post and probably full of fail since I have to go get a train in a few minutes to bring home but anyway....

A couple of points to make before I say want I wanted to discuss. The max rpm and airflow on a 1320tvs sits around 1400 cubic meters per hour at 2.2pr at 60-62% adiabatic efficiency, 18000 rpm. The max on a 1200ax sits around 1080 cubic meters per hour at 2.2pr at about 58% adiabatic, 16,000 rpm.

Airflow is obviously required for horsepower. The amount of airflow an engine can ingest depends on displacement, rpm and head flow. To get a certain amount of airflow into our engines, it requires a certain pressure to force it in there. Since we have 2 liter mouse motors chances are a high pressure is required to force that air. The TVS can hold quite an efficiency level at 2.2pr+ all the way across the map where the twin screw never really gets better than 62%.

But what really matters is this. To achieve the horsepower (350-400) some of us want, the compressor/blower we use has to be capable of providing pressures in excess of 2.5 bar. Neither map has efficiency levels at that level but extrapolating data from the TVS map, it *should* be capable of not only being somewhat decent but actually possible of pumping that much air (900-1000 cmh) at that high of a pressure. To get an idea of how Eaton's maps work, take the gen 5 M62 we all know and love and see where it sits on the map at 2.2 bar.

So going back to my points on max airflow. I'm using a few simple tools to figure a 370hp number will take 2.7 bar and 950 cubic meters per hour. Actually getting a number like that out of the TVS will happen before the twin screw.

I'll explain my numbers after I get home from work if I get a chance.

 

Actually I have a good friend that just moved back to the states after being stationed a couple years in Japan, and he said a lot of boosted cars over there ran ITB setups. We're not just talking about some POS cars though either. Their making damn good power on them too!

Oh, Witt in that post I was referring to the 1.33L Whipple twinscrew that spins to like 20000-22000rpms with it's forged rotors. I think that that twinscrew is far superior to mine on all accounts and has the potential the last time I check to crank out some serious CFM's.

 

Oh, I don't have a map on one of those, twin screws are so hard to get maps of. That would probably outflow a 1320 tvs by quite a margin then.

I'm going to try and dig a map up though.

With some headwork, the 1200ax is capable of pretty nice numbers, its just getting that pressure ratio down to a workable number, pretty much the case with any supercharger hence the turbo popularity in the 4 banger market.

Ok, so my train is late so I got time and am bored.

600cfm (1019 cubic meters per hour) is my personal goal on this engine. Should be 400hp if I'm not a math retard which is questionable. The 1320TVS hits this at 14,000 rpm. Kinda have to trace up the map to see where it would land pressure ratio wise but it stays within the 13-15k mark. I'm starting to see what Ken from Harrop was saying about this lil bastard being capable of moving some serious air.

Ok, somebody please check my math here cause this is insane.

On my 8000 rpm rev limiter I would be able to move that much air with a 3.5" blower pulley.
With a lowered 7000rpm rev limiter I would be capable of the same amount with a 3.0" pulley but now am into a slightly higher required PR.

 

so when was the ET for the release of this swap?

 

variable PRs FTL with blower.

if we could only fix that little dynamic VE issue that engines do

pill-kitty>>failboat

 

They are planning to start shipping units for late February.

 

+1 ITB's work vary well when boosted, however its effects are diminished when compared to an NA application.

i personally see no reason for any street going, or ever race car to run ITBs when boosted, the effects just are not as grate as a NA app and the added cost / complexity are big con's.

you have mostly balanced intake port pressure and air flow across the head once boosted as-is.

a good FI manifold need only to a few things.Careful design put into the intake runners length and size(mostly length), along with correct port centers. velocity stacks on each runner, inside the common plenum area are also a nice benefit. as well as a well thought out common plenum area, to big a space makes for more lag and to small will starve the ports at higher revs and such.

 

oooooohhhhhhhhh look at witt getting all nerdy with numbers


i got nothin

 

Ok ok I give I give. I've never seen or ever heard of on ITB on a car nor can I think of how complicated that piping would be so I stand corrected on that.

Also, 2K5SS trust me when you live down here you learn pretty quickly that if all you do is hear about something and you never see it nor has ANYONE else it doesn't exist. All you ever hear down here is "oh you gotta race my friend, he has a 900hp EVO, wait till next week till I get my turbo" seriously I don't know why people go to these ricer meet ups cuz all it is is **** talking about is their civic 100hp is at the wheel or crank. I've been with this LSJ scene longer than anyone down here in South Florida and if someone has/is/was doing something like that to one of these engines I would have seen it or heard about it some way. The funny thing is that they always come from Miami like its some sort of pierti dish for LSJ's.

 

check any honda forum...

 

You first, I don't wanna get cooties.