Dougy's S60R by dougy

4 minute(s) of a 367 minute read

not a problem and thanks strong man! ... just know that it is not that hard what I'm doing and also know that i do have help  ....lets hope it runs well...lol

in bay present time.

3-21-2015

3-25-2015

 thanks...now i just need to find a low mileage t5...so good luck to me..lol

pretty much done

forgot to add these 3 pics as well

this genuine Tial WG cost me more that this engine .... have to wait for my machinist to drill a hole on top of the housing and mounting pipe and then fab piping from WG to DP . i'll try to run coolant lines through it as well .  

8.5:1 should be good...i like to clean...

Reference https://www.physicsforums.com/thread...ngines.646362/

Anyone who's ever sat a thermodynamics class will be familar with a PV diagram for an otto cycle. If not, some links here and here Here's one comparing two engines with B18C geometry, both 11:1 compression, 45° MBT ignition timing, but one force fed 0.5bar to 150% VE. All plots taken at 7200rpm and 13.5AFR. Here is the torque output comparison for one cylinder over one engine cycle. Clearly the boosted engine is producing a huge amount more cylinder pressure at peak (over 1300psi), which while it makes a huge amount of torque, 234lbft vs 156lbft, it would most likely destroy the engine pretty quckly. The NA engine peaks at just under 900psi, so we'll take this as the safe limit for cylinder pressure. Below, I've reduced the ignition timing back to 28.5°, the peak cylinder pressure is back at 900psi, but importantly the average pressure has risen from 210psi to 266psi, resulting in 213lbft. This would probably run pretty well. Next, we'll up the boost to 1bar, for 200% VE. This requires the ignition to be dropped back to 16° to keep the peak cylinder pressure under 900psi. I'd imagine this would not run all that well, but I could be wrong. The hugely retarded timing is obvious just past peak as the pressure drops before the fuel burn really gets going. It makes 244lbft. Now, lets leave that engine as it is, and take the other one up to 200% VE, but with a 9:1 compression: Ignition set to 25.4°, torque now at 264lbft. Lots more area visible, and the torque trace shows a gain pretty much everywhere unlike the previous ones which were a drain on torque on the compression stroke. This to me seems a better design for this level of boost.