Ok.
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sknapp302
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They are not wrong. Both pressure and and airflow dictate how a turbo will work with a given engine turbo combination. But when is the last time you saw a gauge for an air flow meter? The average person will ask, what was the change in boost that netted this increase in power because it's usually available for them to measure.
Yes that is a compressor map, used to determine the turbo is sized to the operating conditions/application. I understand your point if you want to know where on the map FR has this car running. We don't have that, I honestly don't know what a map for a TS turbo would look like, haven't ever seen one. I assume it would be an overlay of two maps because you can tune the two curves independently the only limiting factor would be the transition point, that would need to be smooth so you don't have surge which would be hard on all the parts.
I wouldn't be surprised if the factory tune limits fuel and timing on the top end to prevent it making unwarranty-able power. This is why it "falls on it's face at 5000RPM"
FR added a down pipe that is cat-less so the energy required to spin the turbo is less, the pumping losses go down boost goes ????. It depends if the turbo is already running at a max value, likely peak boost would stay the same, the airflow has increased, therefore increasing ability to consume fuel. Running race fuel allows much more aggressive timing because of the slower flame front (less spontaneous) and remember with DI on this engine the additional fuel is injected in liquid form directly at the piston /cylinder mixture cooling the charge (what used to be accomplished with N2O and meth)as it changes state to vapor allowing a safe controlled combustion event on the edge of knocking. Ford has the facility to actually control the conditions to do this.
I will add, the goal is maximum power at the lowest boost level, the higher you raise the boost the higher the mixture temperature, the less ability you have to control the combustion event.
I can't comment on what boost this engine makes from the factory, I haven't seen all the reviews to see if anyone monitored the boost gauge to see what it goes to. My point being boost is not an indicator of performance, many, many other variables are at play here.
I wouldn't be surprised if the factory tune limits fuel and timing on the top end to prevent it making unwarranty-able power. This is why it "falls on it's face at 5000RPM"
FR added a down pipe that is cat-less so the energy required to spin the turbo is less, the pumping losses go down boost goes ????. It depends if the turbo is already running at a max value, likely peak boost would stay the same, the airflow has increased, therefore increasing ability to consume fuel. Running race fuel allows much more aggressive timing because of the slower flame front (less spontaneous) and remember with DI on this engine the additional fuel is injected in liquid form directly at the piston /cylinder mixture cooling the charge (what used to be accomplished with N2O and meth)as it changes state to vapor allowing a safe controlled combustion event on the edge of knocking. Ford has the facility to actually control the conditions to do this.
I will add, the goal is maximum power at the lowest boost level, the higher you raise the boost the higher the mixture temperature, the less ability you have to control the combustion event.
I can't comment on what boost this engine makes from the factory, I haven't seen all the reviews to see if anyone monitored the boost gauge to see what it goes to. My point being boost is not an indicator of performance, many, many other variables are at play here.
sknapp302
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ok
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I apologize, I got hung up on the marketing jargon. I was under the impression this turbo was utilizing a different technology, not old tech. My bad. So disregard that part. I was under the impression they where using a dual scroll as in two compressor wheels in a single package. The system on the Mustang is a conventional design by today's standards. My bad for not checking myself. On the plus side it will be fairly easy to modify.
Haz93
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But the ecoboost does use a twin scroll turbo.
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ilkhan
435 ilkhan approved HP.
No, because its sized to be quick to spool and thus doesn't support enough air volume for the higher RPM bands. Thats just supposition going off of the dyno plot. Could be wrong, but since we don't have maps or really any data on the turbo its all we have. You're right, it could be tuned to fall on its face at 5k. But regardless of why, in stock form that is what it does.
I understand that, it's meaningless to this discussion. I thought it was actually something innovative on the compressor side. It's old tech.
109MPH in the 1/4 doesn't seem to me like it's lacking for air.
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sknapp302
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The twin scroll refers to the exhaust turbine of the turbo. The compressor (intake) side of the turbo would have still have a normal map. I see the confusion now. lol :cheers:
Haz93
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Oh okay, just could of swore I've seen a cutaway of the turbo somewhere and it has two separate intake compressors. Might just be me imaging it was from the mustang ecoboost though
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You aren't the only one, they marketed it like it was something very unique and special....not really.
ilkhan
435 ilkhan approved HP.
True. We know what was listed for mods wasn't *all* the mods done. They say the intake had some work done on the NA car, and those changes are not listed. Would be interesting to see a dyno for each of them.
