Boost for Mountain car?

[5550snotamerc]

I will be living in Douglas i think. My plan is MMR carbon ceramic brakes for the gt350. Apex wheels with 295 or 305 fronts and 305 rears.

Check out the threads regarding whether or not you want a square setup (you do).

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[BAYoung]

Check out the threads regarding whether or not you want a square setup (you do).

Kinda plan on it, but not many options for 19s.

 

[wazslow]

Turbo(s) would be my suggestion. If you put a spring that makes x PSI at sea level, it still makes x PSI at altitude.

 

[Andy13186]

IF you do like driving spiritedly for extended periods I do think staying at 650 or below is a good idea.

 

[BAYoung]

Turbo(s) would be my suggestion. If you put a spring that makes x PSI at sea level, it still makes x PSI at altitude.

If i was building a street car, id go turbos all day.

 

[BAYoung]

IF you do like driving spiritedly for extended periods I do think staying at 650 or below is a good idea.

650 or so my goal. Will all the weight reduction im doing, itll feel a lot faster than that anyways.

 

[Angrey]

As @horspoweraddiction pointed out, you want a system that can stabilize the power based off varying density altitude.

That lends itself to either a centrifugal setup with a valve or a typical turbo setup with a wastegate.

That way you can create excess boost in reserve and bleed off more or less to maintain the desired power output.

With a PD blower, you're stuck with whatever pulley size you choose. You can definitely under pulley the setup to create more boost at altitude (to make up for the lower ambient pressure) but then if you drive to lower DA you'll be making more power and higher DA less power, etc.

There's a reason that most construction equipment utilize a turbo and wastegate setup.

That way, if you expect a certain amount of productivity from a piece of equipment in Orlando, you get the same or similar output from the equipment in Denver. It just wastes more in Orlando and wastes less in Denver.

If you go PD, as others pointed out, you can run a smaller pulley, just keep in mind if you're on pump gasoline, the moment you come down you may be over the desirable boost level unless you swap pulleys/tunes.

 

[BAYoung]

As @horspoweraddiction pointed out, you want a system that can stabilize the power based off varying density altitude.

That lends itself to either a centrifugal setup with a valve or a typical turbo setup with a wastegate.

That way you can create excess boost in reserve and bleed off more or less to maintain the desired power output.

With a PD blower, you're stuck with whatever pulley size you choose. You can definitely under pulley the setup to create more boost at altitude (to make up for the lower ambient pressure) but then if you drive to lower DA you'll be making more power and higher DA less power, etc.

There's a reason that most construction equipment utilize a turbo and wastegate setup.

That way, if you expect a certain amount of productivity from a piece of equipment in Orlando, you get the same or similar output from the equipment in Denver. It just wastes more in Orlando and wastes less in Denver.

If you go PD, as others pointed out, you can run a smaller pulley, just keep in mind if you're on pump gasoline, the moment you come down you may be over the desirable boost level unless you swap pulleys/tunes.

My car will stay at 9-11 psi all the time. With the weight reduction, it will feel way quicker anyway. Speed isnt what im necessarily going for.

 

[BAYoung]

As @horspoweraddiction pointed out, you want a system that can stabilize the power based off varying density altitude.

That lends itself to either a centrifugal setup with a valve or a typical turbo setup with a wastegate.

That way you can create excess boost in reserve and bleed off more or less to maintain the desired power output.

With a PD blower, you're stuck with whatever pulley size you choose. You can definitely under pulley the setup to create more boost at altitude (to make up for the lower ambient pressure) but then if you drive to lower DA you'll be making more power and higher DA less power, etc.

There's a reason that most construction equipment utilize a turbo and wastegate setup.

That way, if you expect a certain amount of productivity from a piece of equipment in Orlando, you get the same or similar output from the equipment in Denver. It just wastes more in Orlando and wastes less in Denver.

If you go PD, as others pointed out, you can run a smaller pulley, just keep in mind if you're on pump gasoline, the moment you come down you may be over the desirable boost level unless you swap pulleys/tunes.

And by the time im ready to go back to Texas, this car will be long gone.

 

[Angrey]

And by the time im ready to go back to Texas, this car will be long gone.

There's over 10,000 feet of elevation difference in Wyoming alone. So you're still going to have sizeable variability in the motor output just tooling around your local region. That means you'll be forced to either leave money on the table and set it up for max boost at lower elevation (and suffer when you go higher) OR you'll set it up for max boost at highest point (with a small pulley) and then run more detonation and preignition risk if you go lower. We haven't even begun to talk about the DA changes from temperature.

Hey it's your car. Knock it out. I have a PD blower setup. If I was going to live in the mountains I'd definitely want either a turbo setup or a centri setup with a valve to keep things as constant as possible.

 

[5550snotamerc]

My car will stay at 9-11 psi all the time. With the weight reduction, it will feel way quicker anyway. Speed isnt what im necessarily going for.

As Colin Chapman said, "Simplify, then add lightness."

 

[mejohn50]

On the gen 3 coyote, if the tune is set up a certain way, a PD can make more or less the same boost no matter the elevation (within reason).

There are load (air mass) limiters which simply limit the throttle opening if the air mass is too high. So you can put a pulley on that’ll make 10-11psi at 8000 feet, then set a load limit at whatever air load value that is. Then when you drive back down closer to sea level it’ll just limit max throttle blade opening to maintain the max air load limit.

 

[HKusp]

Not as many people will point out what I am about to, but if you are "corner carving" in the mountains, you may want to look at other options for the fuel system. Fore makes a great system for drag racing and roll racing, but if you check their literature, you'll see. They want you not to go below a half a tank of fuel or you risk starving the pumps, and going lean. Sloshing around turns, the Fore system doesn't have a fuel bucket or baffles so you risk fuel starvation when you get lower on fuel. If you have access to fuel on your trips to the mountains and won't go below a half a tank, great. I expect that there are fuel stations few and far between that have E85 up there so think hard about this.

 

[BAYoung]

As Colin Chapman said, "Simplify, then add lightness."

Getting apex wheels, mmr carbon ceramic brakes, titanium wheel studs and lugnuts, carbon driveshaft, carbon hood, rear seat delete, and im ordering watson racing single piece engine mounts that are about 3 pounds lighter

 

[BAYoung]

Not as many people will point out what I am about to, but if you are "corner carving" in the mountains, you may want to look at other options for the fuel system. Fore makes a great system for drag racing and roll racing, but if you check their literature, you'll see. They want you not to go below a half a tank of fuel or you risk starving the pumps, and going lean. Sloshing around turns, the Fore system doesn't have a fuel bucket or baffles so you risk fuel starvation when you get lower on fuel. If you have access to fuel on your trips to the mountains and won't go below a half a tank, great. I expect that there are fuel stations few and far between that have E85 up there so think hard about this.

Then where should i look for a fuel system? Thanks for letting me know!

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