Turbo Tech: Compressor and Turbine Map Details
By Khiem Dinh
We have previously covered compressor wheel technology and also how compressor and turbine maps are generated. Now we are going to dive a little deeper into the details of the compressor map and all-mysterious turbine map. Furthermore, we are going to see how compressor wheel and turbine housing A/R changes affect turbine flow and efficiency.
Building the Long Rod Nissan SR20VE Engine
By Mike Kojima and Chuck Johnson
We last left off our SR20VE engine repair job with Port flow Design fixing our head. Read about that here! Since our broken valve chopped up one of our pistons, we decided to go through the engine's bottom end at this time. Since we have been editorially discussing the effects of running a longer connecting rod at MotoIQ lately, what a better place to try a longer connecting rod than our race motor! Check out Khiem Dinh’s excellent article on the subject here!
By Jim Wolf
Oh my God, what a mess this has become! As race engine development moves forward, aftermarket fuel injectors seem to be moving sideways. About ten years back a trend started to modify stock injectors for higher flow rates. This was done by either drilling out the spray orifices or removing the spray plate all together! While some of the companies attempting this seemed to be making a serious effort, actual flow testing in many cases would indicate otherwise. No doubt someone will eventually figure out how to do this accurately, but in the mean time, they at least need to be willing to do actual flow testing, static and dynamic on each injector (no duplicated flow sheets please). Add this twist to the already diverse methods used to state injector flow values and you have a bit of a mess to sort out.
By Mike Kojima
In the last edition of Project V8 RX-7 we looked into the bottom end of our EROD LS3 engine to find that the modern Chevy V8 is a far cry from the old small block Chevy of years past. Lately on some forums that cater to import performance, there has been a huge backlash against the LS swap, particularly into Nissan S chassis and RX-7’s. All sorts of bleating noise from uninformed sheep decry putting “NASCAR” engines and the like into the S chassis. Purists claim that putting in a domestic engine somehow is making their favorite cars all the same and causes them to lose their soul and other things not defined by logic. Such is the garbage cluttering the net these days. Like many FFF facts on the interwebz, their are many fundamental inaccuracies to these statements.
Turbo Tech: Compressor Efficiency and More
Compressor efficiency is a term thrown around whenever people mention forced induction, but what does it really mean? How does it affect an engine's performance? And what role does air temperature play in all of this?
By Costa Gialamas
If you have been following our adventures with Dai Yoshihara in the Middle East, then you have probably read the story of how we converted his mildly built time attack car into a Formula D drift car in just a few days, sending it to Abu Dhabi to compete in a Formula D expansion event. You can read about our adventures from building the car to where we last left off here.
By Mike Kojima, Photos & Video by Jeff Naeyaert
Another look back to the best stories of 2010 featuring this three part build of the Iconic naturally aspirated Toyota 4AG. Follow the links, read all three parts and enjoy!
When we last left the Technosquare crew, they had completed the stroker 4AG engine's bottom end and assembled the cylinder head. Now it was time for the engine's final assembly and installation into an AE86 time attack car.
Click Here for Part One
Click Here for Part Two
By Vince Illi (AKA Dusty_Duster)
I’m weird. You see, most car guys don’t like electrical work. In fact, most loathe it. (A friend of mine once told me he’d rather replace a head gasket than crimp four wires together.) But me, I like electrical work. I would rather rewire an entire dashboard than remove an intake manifold.
In the last installment of our build, we delved into building the bottom end of our VG30DETT engine for the goal of reliably achieving 550 plus horsepower. In this segment we will look into what was done to our top end including the cylinder heads to support this power level.
See part one about the bottom end here!
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