turbo info
Elitist Supra Asshole :)
Joined: Jun 2003
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dont know off hand, but i got 6 high impedence injectors that ill sell for $40 each out of a FC3S turbo2... it only costs $23 per injector for RC engineering to test, clean, balance, and flowtest again. and they have real quick turn-around... and the best price i have seen so far on a set of NEW 550's was $290. Divide that by 4 injectors, thats $72.50 each... so youll still be saving money w/ this route... but, thats only if your car uses high impedence injectors, or low impedence injectors w/ a Resistor pack like DSM's.
let me know what you find out. If the honda doesnt use high-impedence injectors and uses the Low impedence WITH a resistor pack, i have a way to make them work, by eliminating the resistor pack.
let me know what you find out. If the honda doesnt use high-impedence injectors and uses the Low impedence WITH a resistor pack, i have a way to make them work, by eliminating the resistor pack.
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Got Mud?
Joined: Oct 2001
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Originally posted by Sneakin Deacon
now realisticly...keep your goals low...if this is to be a daily driver, i wouldnt look any higher then the 425whp range.
now realisticly...keep your goals low...if this is to be a daily driver, i wouldnt look any higher then the 425whp range.
Kenny, I make more than 500 rwhp and can drive it every day.
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Power = Po x PR x DC x Evol Ratio x PL
Where:
Po is the original rated horsepower: say 240 bhp
Boost + 14.7
PR is the pressure ratio, or ---------------------, at 7 psi this is 1.49
14.7
DC is the density correction due to heating of the air charge. This is directly
proportional to the absolute temperature of the ambient air to the boost air
entering the engine. At 7 psi these corrections are about .85 without an
intercooler, and about .96 with the IC.
Evol is the volumetric efficiency ratio of the blower to the engine. Since the
CS and the turbo have the same Vol Eff, and the engine is the same, this factor
can drop out.
PL is the power loss correction due to the necessary power taken from the
crankshaft to drive the blower. Here the CS takes about 5% of the engine power,
whereas the turbo only robs about 1.5%. The reason for the difference is that
the turbo is largely powered by the heat energy in the exhaust gas. Keep in mind
that the heat energy lost out the tailpipe is about the same number of horses as
the engine makes. Remember, of the fuel burned, 1/3 goes to power, 1/3 to heat
in the cooling system, and 1/3 out the exhaust. Therefore the lost exhaust
energy and the engine power are about the same. When was the last time you saw a
240 hp fan? That is what is made available to the turbo for a driving force
without taping off the crank. We don't need it all, but that's what's
theoretically available. Enormous, eh?
Intercooled Turbo:
(7(psi)+14.7) = 1.49
P = 160 x 1.47 x .96 x (1 - .015) =
222.4whp @ 7psi
Where:
Po is the original rated horsepower: say 240 bhp
Boost + 14.7
PR is the pressure ratio, or ---------------------, at 7 psi this is 1.49
14.7
DC is the density correction due to heating of the air charge. This is directly
proportional to the absolute temperature of the ambient air to the boost air
entering the engine. At 7 psi these corrections are about .85 without an
intercooler, and about .96 with the IC.
Evol is the volumetric efficiency ratio of the blower to the engine. Since the
CS and the turbo have the same Vol Eff, and the engine is the same, this factor
can drop out.
PL is the power loss correction due to the necessary power taken from the
crankshaft to drive the blower. Here the CS takes about 5% of the engine power,
whereas the turbo only robs about 1.5%. The reason for the difference is that
the turbo is largely powered by the heat energy in the exhaust gas. Keep in mind
that the heat energy lost out the tailpipe is about the same number of horses as
the engine makes. Remember, of the fuel burned, 1/3 goes to power, 1/3 to heat
in the cooling system, and 1/3 out the exhaust. Therefore the lost exhaust
energy and the engine power are about the same. When was the last time you saw a
240 hp fan? That is what is made available to the turbo for a driving force
without taping off the crank. We don't need it all, but that's what's
theoretically available. Enormous, eh?
Intercooled Turbo:
(7(psi)+14.7) = 1.49
P = 160 x 1.47 x .96 x (1 - .015) =
222.4whp @ 7psi
Thread Starter
gadget man
Joined: Aug 2002
Posts: 2,638
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I understood it all and all that being true your right. your formula hits 222 whp, my formula hits 236chp using 7psi and 160 at the crank,I currently have a few upgrades that put a theoretical 190hp (if you believe the ads that come with the bolt-ons) realistically 160whp is what i'd assume. so to keep it simple for the less mathmatically gifted 236hp at 7psi, and for the more anal f**** like us 222.4whp. thanks for the info that helps confirm my train of thought.
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Thread Starter
gadget man
Joined: Aug 2002
Posts: 2,638
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well yeah like header and cai. but the upgrade to the fuel system in it self will restore the lost hp to your engine that the factory lost in the name of economy. but also msd coil, iridium plugs, upgraded plug wires, hyper groud type hook up, optima battery, cam gears, cat back, radiator with improved cooling efficency, proper tune up and maintenance I.E clean air and oil filter. and I'm sure a few others that are standard upgrades when doing a turbo but will still help without the turbo, such as optimizing the fuel system. but yes loosing the claimed 20-30hp from cai and headers is and excellent trade off if in return you'll add at least 80hp with the ability to increase fairly simply.
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Elitist Supra Asshole :)
Joined: Jun 2003
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you could probably still use some of your bolt on parts, like hacking up your CAI for a turbo intake. a header you obviouusly cant use, but you can sell it and get some money back. some of those other parts you can carry over and use w/ your turbo kit.
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