In reply to a message from MGuar sent Fri 25 Feb 2011:
WELL, I seem to have your attention, 14 hits, in 24 hrs,
so idea has some merit.
you guys have a lot of input, but many different
approaches, hard to seperate fact from fiction.
hear me out before I go down in flames!! no
CHAD, and MG(Frenchy),and the whole bunch of car guys, the
weak link in turbo engines is DETONATION correct, weak link
in most NA engines when they are forced to breeth,head
gaskets. they blow up later after you drive with blown
gaskets. most of the time(we talkin stock NAs)
but JAG did a lot of R&D to have May, develope the INfamous
BUT after learning more about it, I THINK IT CAN CONTROL
DETONATION better than the FLatH. all about the squish and
swirl,and turbulence. did Jag have some prototype 14-1 comp
engines? runnin on 93octane?
so MG or Chad,i ask? how close top the top of the liner
does the HE piston come, is it down,is it flush,or does it
protrude?? AKA space between piston and inlet valve?
KIrby, turbos can be sized for any place in the RPM range,
quite simple to get manifold pressures up by 1500RPM, up
to a usable peak of 5500revs, this is for a road car not the
Luis, inter coolers are required for sustained boost
conditions, water injection can and will be used,great at
controling detonation,so no ICs.
now of course an aftermarket ECU will be used with crank
trigger setup, speed density configure,and EDIS ignition.
you gotta have some adjustability, on spark and fuel
curves. I have plenty access to injctors and controls.
and also(where is all this stuff gonna be mounted),
REMOTE mounted twin turbs, where factory mufflers used to
be, all cats and etc. out of system, turbos make a great
muffler. fab pipes up to TBs,
I dont intend to take the engine apart(providing I know the
history of it). wrecked OK, run hot ,no oil, no way.
OK lets go from here! have at it!!–
daytona fl. / Austin TX., United States
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