162 replies to this topic

[Exmantaa]

If this can be done on an Honda K20, it can be done on our Ecotecs

 

Something similar to this I guess

https://www.facebook...58056671&type=1

 

 

That has been done on the Ecotec... Results were not conclusive, but will look for the link.

 

Problem is that manifold volume plays a big role with a roots blower like the Eaton, so a better cooling maniofold and retain decent driving matters is not easy....

[Winstar]

I've spent a bit of time looking at the numbers for this and the first thing that struck me is how far off the map everyone is running from the boost pressures from in the b207 thread people are running pressure ratios 2.4 not including the loss of the CC, meaning the efficiency will be well below 60% and that SC power consumption will be something like 80bhp meaning people are already at a crank power of 400bhp! Therefore the amount of heat your going to need to shift will be more like that for a 500 bhp turbo car.

 

This gives two problems you actually need a lot of heat exchanger to cool that on the engine side and the quantity of cores would cost more than most people have put they would pay before you even get to the cost of a casting for the main manifold. Also from the work I did with Chris on the Europa the ProAlloy pre rad will struggle with that quantity of heat, and really need the front end cooling redesigning as well.

 

 

 

 

 

if the charger was raised upwards (and levelled off) then possibly another core or two could be installed ?

Yep that's what I am going for pro alloy will be making me one like this

This is what Jamie's and other super charged Honda conversions use instead of lominovers but I will be running both .;-)

Same pump as CC or seperate

Same pump just y it into the cc system

 

Not really sure it's worth comparing the SC Honda's are only 300bhp on an engine that can make 230 in NA so will be running low boost and at a much more efficient part of the compressor map.

There are also a couple of flaws in what you are doing firstly the flow doesn't exit straight so close coupling a core is going to mean not all of it will be used and will restrict the flow from the SC. You shouldn't split the cooling flow as you'll have no control over the flow split and will also drop the flow speed that controls the heat transfer. You should run the coolant flow through the laminovas first and then the new CC core.

[ufods]

Is there any news??

 

 

Yep that's what I am going for pro alloy will be making me one like this

This is what Jamie's and other super charged Honda conversions use instead of lominovers but I will be running both .;-)

 

 

[leevx2.2]

Still waiting but pro alloy have promised me it will be done early January so in the next couple of weeks hopefully .

[Andrew aka Stuwy]

Is this just to bolt on top of the existing manifold? I was under the impression that its the manifolds crap design and the over stretch of m62 on stage 3 that is causing the heat issues?

[FLD]

Is this just to bolt on top of the existing manifold? I was under the impression that its the manifolds crap design and the over stretch of m62 on stage 3 that is causing the heat issues?

 

It is.  The M62 is run with such a small pulley that its way out of its efficiency peak.  This makes the output hotter.  The OE inlet was designed for a certain flow and temp range so is swamped.  What Lee has done / is doing adds an extra heat exchanger to take out a bit more heat prior to the laminova in an attempt to solve the problem.

[oakmere]

If the laminova are being kept in place won't this act as an additional restriction in the manifold making the situation worse? My understanding was the laminovas can no longer flow enough air and the restriction was causing the charge to heat further.

[FLD]

If the laminova are being kept in place won't this act as an additional restriction in the manifold making the situation worse? My understanding was the laminovas can no longer flow enough air and the restriction was causing the charge to heat further.

 

Its a mix of both.  Too much heat and restricted flow.

[slindborg]

so in short, people are (stupidly) running parts way beyond their intended use in the name of numbers because they are fucktards....

[Andrew aka Stuwy]

so lee's new manifold extension would work better with the laminators removed?

 

Would that help with its restrictive flow?

 

If a new manifold Is produced would the market for it in the US be quite large?

 

 

[techieboy]

What's the biggest factor in creating the high intake temps? The mechanical heat from the charger and engine or the heat from compressing the air?

[leevx2.2]

I'm not after more power just lower intake temps .

[CHILL Gone DUTCH]

I think cooling before the charger Then after charger before laminova (lee mod) And cooling before head Would all help.

[CHILL Gone DUTCH]

What's the biggest factor in creating the high intake temps? The mechanical heat from the charger and engine or the heat from compressing the air?

I would say compressing the air is biggest factor You don't have as much problems with bigger pulley

[oakmere]

An alternative solution would be to run a larger pulley to lower boost and make the engine more efficient. Ported to the max stage 3 cams high flow inlet and exhaust. Is it possible the Harrop is trying to cram in more air than the engine can use?

[Andrew aka Stuwy]

I read somewhere that the m62 displaces the same air as a 1000cc engine per cycle... I don't know what that means, but it sounded good

[techieboy]

I read somewhere that the m62 displaces the same air as a 1000cc engine per cycle... I don't know what that means, but it sounded good

 

M62 = 1.014 litres of air per revolution

M90 = 1.475 litres of air per revolution

TVS1320 = 1.320 litres of air per revolution

[siztenboots]

how many engine rpms = 1 sc rpm ?

[Andrew aka Stuwy]

how many engine rpms = 1 sc rpm ?

 

Surly that depends on the pulley size?

[smiley]

An alternative solution would be to run a larger pulley to lower boost and make the engine more efficient. Ported to the max stage 3 cams high flow inlet and exhaust. Is it possible the Harrop is trying to cram in more air than the engine can use?

 

It's going to be challenging though to get actual data from before and after different pullies and configs.