18psi
of boost
yeah Toyota/lexus has their system figured out and working very well. theirs are some of the few DI engines that don't gunk up after 60-80k
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Agreed, anytime I would see him post I knew shit was getting real! He had a very good detailed post on NASIOC regarding the FA20 and the DI, VVT etc. I can honestly say I learned a good bit and referenced back to that post often when tuning my WRX.I just remember his posts. He has some extreme detail and knowledge. Always enjoyed reading his stuff even though I can't understand 3/4th of it.
The 5.2 bottom end is quite a bit more stout than that of the 5.0, so that comparison is relatively moot.The 12:1 is not a problem. They have supercharged and turbo gt350's that run 12:1 compression ratio.
The one and only. engineer who makes really long posts when he's bored at work and done looking at snapchat stories :lol:I recognize your name. You posted over on NASIOC a bit didn't you?
yep. and rx7club (tons of stuff on rotaries). and 3000GT/Stealth international. and LegacyGT. (name was Boostin on there) and rx8club. and FT86club (good discussion of the PFI and DI systems on some posts I made there). and LS1tech (made some posts about the Gen V direct injection heads, only 2 valve pushrod DI engine out there), and mostly a lurker on supraforums. and the wolf web (functionally a blog on technical stuff). guess you could say I like arguing with people on the internet :headbonk:He's on nasioc, miataturbo, and many other places.
Many of us seem to go through the same cars throughout the years, or at least tuning them
Nasioc is a bunch of jackmonkies, Oh wait I came from there too!
if you don't understand something just say so. Like "I don't understand this, can you explain it in a different way?" one time I explained boost control restricter pills with a picture of a bottle of BBQ sauceI just remember his posts. He has some extreme detail and knowledge. Always enjoyed reading his stuff even though I can't understand 3/4th of it.
Glad somebody is reading it! I do engine performance, fuel economy, and emission tuning for a living. Started out as a guy tuning a shitty 80s car on a shitty Megasquirt 1 and moved into the industry.Agreed, anytime I would see him post I knew shit was getting real! He had a very good detailed post on NASIOC regarding the FA20 and the DI, VVT etc. I can honestly say I learned a good bit and referenced back to that post often when tuning my WRX.
You can't buy a new car with a centrifugal blower, so that kind of belongs in its own weird category of boosted setups only available in the aftermarket. There are only so many centrifugal supercharged cars around and a lot of it depends on how well the kit was put together (how the compressor was matched, how good the intercooler is, pulley sizing) and how aggressively it's tuned. Have a competent tuner and a non-shitty kit is half that battle. Meanwhile, roots blowers (Camaro ZL1, old GT500) or Lysholm Twin Screw (Challenger Hellcat, old 5.4 Ford GT) are available with a warranty. So you can be pretty sure those setups weren't pushed too hard in the stock form, or at least has appropriate failsafes.Higher compression and FI is less of a concern for centri/turbo cars as their boost curve is progressive. Unless using wastegates and higher boost lower setups.
This is a rule of thumb/commonly held believe that's kind of half true. The biggest problem again is that people get shitty kits with shitty or aggressive tuners. At lower engine speeds, up to say 3000rpm, the engine has a greater tendency to knock because there is more time for an extra explosion to occur in the combustion chamber. There is also a big risk of preignition from errant oil droplets or leftover bits in the combustion chamber. When Ford makes a GT500 with a roots, they set the pulley speed and boost so as to not push the charge air cooler too hard, and set torque limits if it overheats. They also run gazillions of hours at WOT in low speed/full boost to make sure it won't blow up. They design the crankcase ventilation and other hardware bits for boost, rather than boosting an engine that wasn't designed for it and might have trouble evacuating all those preignition prone gases.The PD blowers with hard hitting low rpm boost is a different story.