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Messages - motorhead
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31
« on: August 03 2018, 01:06:14 PM »
One of my favorite memories of Motormouth Mike is when he claimed he worked on his Buick and picked up a tenth or so. He did not seem to think the fact that his improved run was a made on a different track that was lower in altitude and 30 degrees colder was relevant.
Later, he replaced his bad maf and the car picked up again! LOL
Yikes, harsh much?
32
« on: August 02 2018, 08:15:59 PM »
So I'll ask this question. How much HP can the stock feed line support?
What fuel? 
Propane.
33
« on: July 28 2018, 02:06:14 PM »
When GM came out with the LS series, all bets were off. Chrysler has gone nuts...and the most impressive thing to me is that this stuff has a warranty...smh
We do pretty good to be 32 years into the game and still getting better.
I believe the LS, HEMI, and latest Mod Motors are the result of a generation of dinosaur engineers and bean-counters dying off; and the infusion of a more progressive and youthful mindset taking over with clean sheet designs; that and transmissions being able to hold the power. These little engines are a lot like the space shuttle - introduced in 1976 and improved with time. Shit, just look at the 3800 series I, II, & III - and the new DOHC twin turbo V6s.
34
« on: July 28 2018, 10:44:50 AM »
Don't get me wrong, Steve... a small amount of valve overlap 2-6* (typical in a mild NA performance cam) can work wonderfully in turbo engine, especially those 500-650hp range street combos. High overlap is no bueno. Yet, there is a point were we transition to race car mode and a spec cam is required. I specifically chose the LS9 cam in our Procharged LS2 because its had more negative overlap than the stock cam, and caused an effective drop in dynamic compression. Handy when you are force feeding an 11:1 engine. Conversely an 8:1 V6 needs more help off boost, so positive overlap is beneficial. https://www.lingenfelter.com/PDFdownloads/12638427.pdfEarl: Back pressure. Back pressure. Back pressure. :p
35
« on: July 27 2018, 08:09:16 PM »
Building the best (most efficient) N/A engine you can and adding forced induction is usually the quickest way to the most useable power. There are definitely nuances to this theory in a practical application like changing the valve events and dynamic compression to support positive manifold pressure.
So, when you are limited by your air pump of choice, like a stock LC2, you really have to rely on pressurized air past the valve to get the most out of it. The trouble is between that "high boost" number and the bandaiding of an intercooler your back pressure sky rockets, and air pump starts working against itself... resulting in parasitic losses, heat, and a drop off in efficiency.
I believe it was mentioned earlier in this thread Duttweiller said not to waste time or money on the stock heads. For the cost and potential to support a capable turbo - investing in really good heads will augment the air pump across the board. Obviously, based upon the application putting too large of a head on a tiny 3.8L in a street car is going cause it to be very lazy off "boost" negating their overall advantage; and then you'll need a cam to round out the package as a whole.
Even the crappiest factory LSx head is capable of supporting ~1000hp - talk about flow potential, right? Having a calibrated MAF, a WBO2, a MAP or two, and an IAT is a great way gain an appreciation for how well a combination is working.
In HPTuners you can use the measured lb/hr from the MAF and a little mathematics to come up with calculated torque and horsepower, this can then be compared to accelleration rate to see if more "boost" really is better.
37
« on: July 25 2018, 10:41:58 PM »
I didn't say I was looking for a new turbo. The 6262 is the go to turbo...and I'm asking questions for those that would like to step up to one with this new wheel. Bison cracked the 9's with a 6265...a stock short block...and pair of heads. Should be enuf turbo for most.As far as Arts convertors go...a used one can be had for a the price of a cup of coffee...as everyone has jumped ship to PTC. Slip rate for this 16930 comes in in the single digits...and I can get it flash off the line to 4 grand with minor low gear tuning for 1.5x launches. Maftpro and Gen 2 went the way of the dodo...Erics 5.7 chip is still here.
So then why is BoostedRPS wasting his time here developing new parts and combinations if we've had it figured out for a decade or more?If he is going to be successful somebody is going to need to step up and buy in with their dollar votes, and shun accepted practices along the way.With the relatively narrow powerbands these little V6s suffer from they can use all the help they can get as it relates to spool time, torque multiplication, rpm drop management between gears, and the ability to have 0% converter slippage.
I do have a name, in case you were curious... it is Tyler 
I do not consider myself as "wasting" time answering Brad's questions. I view Brad's questions as representative of what many people may be curious about, but fear posting and asking the question, or may not know exactly what questions to ask. I think Brad is helpful with his questions because it poses a lot of questions that beckon answers which address common concerns or ideologies that may be resistant or curious about these new turbos and what benefits they have, or why they are worth their various prices.
Tyler, I wasn't insinuating you were wasting your time on Brad's inquiry. However, it s a bit strange that on one hand Brad is singing your praises (justifiably so, I am sure), yet on the other hand he is preaching a shoestring approach and rejecting change (I get you aren't made of money Brad) and the lack of necessity (like any of us NEED to do this hobby) - it just looks like mixed messaging. I was stating that all the effort you are putting into defining new performance parameters is going to be lost on the masses if the masses choose not to step away from accepted practices - and it doesn't help when a guy (Brad) has been successful using proven methods seemingly denounces progress.Yup, old dogs and new tricks... uphill battle... got it.This is why I run stock junk...cuz it pisses people off. I drag the most from the least. I'm quite happy being a vendors nightmare. Then why the interest in a new turbo?I get there are many ways to skin a cat. However, if I was new to this or looking to upgrade from old tech - it would be well worth the leap into contemporary parts, in my opinion.
Are you saying that the cost for new turbos, compared to old turbos, IS worth it? Or is NOT?
See above, Tyler. Beyond facilitating conversation - it seems improbable he'd jump to a WORK turbo, so why raise the issue? I fully support the innovation. Again... got it, we are all just talking here.
Tyler.
Said it three times so now I won't forget your name, Tyler. See! It worked!
38
« on: July 25 2018, 10:28:44 PM »
Some of the slowest cars I have ever seen are owned by guys that love technology and buy all kinds of the latest and the greatest. Problem is there is a big difference out of buying tech and talking tech and actually getting the benefit out of it.
I'll just see myself out...
LOL.
39
« on: July 25 2018, 09:48:51 AM »
I didn't say I was looking for a new turbo. The 6262 is the go to turbo...and I'm asking questions for those that would like to step up to one with this new wheel. Bison cracked the 9's with a 6265...a stock short block...and pair of heads. Should be enuf turbo for most.
As far as Arts convertors go...a used one can be had for a the price of a cup of coffee...as everyone has jumped ship to PTC. Slip rate for this 16930 comes in in the single digits...and I can get it flash off the line to 4 grand with minor low gear tuning for 1.5x launches.
Maftpro and Gen 2 went the way of the dodo...Erics 5.7 chip is still here.
So then why is BoostedRPS wasting his time here developing new parts and combinations if we've had it figured out for a decade or more? If he is going to be successful somebody is going to need to step up and buy in with their dollar votes, and shun accepted practices along the way. With the relatively narrow powerbands these little V6s suffer from they can use all the help they can get as it relates to spool time, torque multiplication, rpm drop management between gears, and the ability to have 0% converter slippage.
40
« on: July 24 2018, 10:11:03 PM »
This is why I run stock junk...cuz it pisses people off. I drag the most from the least. I'm quite happy being a vendors nightmare.
Then why the interest in a new turbo? I get there are many ways to skin a cat. However, if I was new to this or looking to upgrade from old tech - it would be well worth the leap into contemporary parts, in my opinion.
41
« on: July 24 2018, 03:44:44 PM »
Basically what I'm asking is can I spool this WORK G4 62mm wheel with the AC 16930 convertor I already have in the car. I run a .63 Precision exhaust housing. What exhaust housings are you offering?
If it is a "Real" Art Carr 3000 stall, then yes. From what I've gathered, and I know you will be able to set me straight on this so please correct me where I am wrong (because I am sure I will be)..but aren't those AC 16930's essentially a PTC 9.5" knockoff? Or maybe visa-versa?
Either way, Reed recommends to start with a 3,200 stall as a baselinefor any turbo he sells, assuming you are using a PTC 9.5" NLU, though. From there, we can work with Dusty Bradford to fix any spooling characteristic s/stall speed required by your setup, but the 3,200 will give a good baseline impression.
If your car is spooling a PTE 6262 with that converter, then it will be able to spool this turbo easily, in both the journal and ball bearing versions. The ball bearing version will spool even faster, especially with the supporting modifications (ported cylinder heads, E85 for fuel, larger than stock camshaft, good torque converter -like a PTC 9.5" NLU) to the car.
We offer a .63 and .85 AR turbine housing for the Buick 3-bolt housings.
If you decide to go 4 bolt, we have a TON of different configurations .
See... this is what pisses me off about the Buick community - stuck in the past with a total reluctance to move past known-knowns established 20 years ago. ScanMasters, using NB02s to tune under load, tuning with fuel pressure, Caspers knock gauges, a limited selection of 3-bolt turbos, antiquated converter theory and technology, internal wastegate downpipes with stupid little rod actuators, the ever loving fear of BOVs, and on and on...
Why not get a nice new converter that flashes to 4000rpm, has more efficient turbines and stators (for low speed driveability and better fluid coupling at the big end), and lock-up capability? Why not chop the damn 3-bolt flange off and get something that seals well? They literally sell CNC 4-bolt flanges on eBay for $50 that will adapt a round pipe to a square flange (I know I have one - and it is gorgeous) and suddenly your world of performance options grows exponentially. Why not add a 44mm WG, and slam a v-banded downpipe together with some eBay parts and Harbor Freight welder?
Risk and effort - that's why. People their love of a risk-free bolt-on culture. Take a damn welding class.
I think BoostedRPS needs to make package with a new PS exhaust manifold with a 4-bolt flange and external WG flange on it, offer up a bunch of decent T4-type turbos, a downpipe with an external wastegate dump tube, a spec converter, and a good intercooler - might have to have a lay-away payment plan.
Rant over.
I actually do have a package deal for;
*Gee M Racing Street Headers in a 4-bolt, external wastegate configuration.
*PTC 9.5" converter that will be spec'd by Dusty Bradford (I would have you order direct through him, or I could 3way call with you if requested).
*Turbosmart external wastegate for the headers.
*If you go with a Borg Warner 4-bolt housing, Gee M Racing is producing a V-band downpipe to fit in our cars for it. But it is ONLY for Borg Warner 4-bolt housings.
*ANY Turbo WORK Turbo offers; Garrett GTX Gen 2's, GTW's.. or Borg Warner SXE's or EFR's (although I wouldn't recommend these)... or WORK Rebuilt units, standard Billet Units, or G4 units..
*Treadstone and Bell front mount intercooler cores. Currently we do not have the mounting flanges and piping made for these, but we are working on them.
*We also have the only stock location liquid-to-air intercooler complete kit available for the TR.
That is an expensive kit, just from the quantity of quality parts included, but if you were to put a "kit" like that on your car, assuming your engine and transmission could take it, you're talking about bolting on parts to your car that could easily...easily drop your car's ET up to 2 seconds, assuming your engine and trans can support it.
On a side note...if you go 4 bolt flange, you might as well go Twin Scroll. I know the cost is more because of running dual wastegates, but the benefits in performance far outweigh the slight cost increase..
Huh. Go figure. Well there ya go.
42
« on: July 24 2018, 12:10:29 PM »
Basically what I'm asking is can I spool this WORK G4 62mm wheel with the AC 16930 convertor I already have in the car. I run a .63 Precision exhaust housing. What exhaust housings are you offering?
If it is a "Real" Art Carr 3000 stall, then yes. From what I've gathered, and I know you will be able to set me straight on this so please correct me where I am wrong (because I am sure I will be)..but aren't those AC 16930's essentially a PTC 9.5" knockoff? Or maybe visa-versa?
Either way, Reed recommends to start with a 3,200 stall as a baseline for any turbo he sells, assuming you are using a PTC 9.5" NLU, though. From there, we can work with Dusty Bradford to fix any spooling characteristic s/stall speed required by your setup, but the 3,200 will give a good baseline impression.
If your car is spooling a PTE 6262 with that converter, then it will be able to spool this turbo easily, in both the journal and ball bearing versions. The ball bearing version will spool even faster, especially with the supporting modifications (ported cylinder heads, E85 for fuel, larger than stock camshaft, good torque converter -like a PTC 9.5" NLU) to the car.
We offer a .63 and .85 AR turbine housing for the Buick 3-bolt housings.
If you decide to go 4 bolt, we have a TON of different configurations .
See... this is what pisses me off about the Buick community - stuck in the past with a total reluctance to move past known-knowns established 20 years ago. ScanMasters, using NB02s to tune under load, tuning with fuel pressure, Caspers knock gauges, a limited selection of 3-bolt turbos, antiquated converter theory and technology, internal wastegate downpipes with stupid little rod actuators, the ever loving fear of BOVs, and on and on... Why not get a nice new converter that flashes to 4000rpm, has more efficient turbines and stators (for low speed driveability and better fluid coupling at the big end), and lock-up capability? Why not chop the damn 3-bolt flange off and get something that seals well? They literally sell CNC 4-bolt flanges on eBay for $50 that will adapt a round pipe to a square flange (I know I have one - and it is gorgeous) and suddenly your world of performance options grows exponentially. Why not add a 44mm WG, and slam a v-banded downpipe together with some eBay parts and Harbor Freight welder? Risk and effort - that's why. People their love of a risk-free bolt-on culture. Take a damn welding class. I think BoostedRPS needs to make package with a new PS exhaust manifold with a 4-bolt flange and external WG flange on it, offer up a bunch of decent T4-type turbos, a downpipe with an external wastegate dump tube, a spec converter, and a good intercooler - might have to have a lay-away payment plan. Rant over.
43
« on: July 23 2018, 04:00:41 PM »
PS. Glad to hear things are looking up for you!
45
« on: July 22 2018, 09:35:30 PM »
Vertical flow IC and completely obstructed by the bumper.
https://www.cxracing.com/TRB-KIT-LS-TT-GBODY-IC
At least the turbos are discharging at the top where there might be some air flow.
sounds like an opportunity for a new front end with an intake built in
Grille shaped intercoolers!
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