1266 replies to this topic

[Mattias]

If I were to swap engine this would be the perfect fit: http://wardsauto.com...rged-dohc-4-cyl

 

Perfect in its stock format, I've driven the S/V60 Polestar with this engine and the response and performance is  astonishing even in a heavy sedan.

( I might be a little biased since I work at a certain company with advanced engine development   )  

 

Twincharging our cars would end the debate on what type engine is best 

 

 

 

[ditonics]

If I were to swap engine this would be the perfect fit: http://wardsauto.com...rged-dohc-4-cyl   Perfect in its stock format, I've driven the S/V60 Polestar with this engine and the response and performance is  astonishing even in a heavy sedan. ( I might be a little biased since I work at a certain company with advanced engine development   )     Twincharging our cars would end the debate on what type engine is best       

Interesting engine. 42.7 psi output from the turbo.... Wow

[Doctor Ed]

Dominks software-only tuned A20NFT runs 2Bar (so ~30psi). quite remarkable what you can get away with DI and dual variable cam

[siztenboots]

gauge pressure or absolute

[SteveA]

( I might be a little biased since I work at a certain company with advanced engine development   )      

Don't suppose you know Chetan Kotur do you?

[Doctor Ed]

gauge pressure or absolute

2Bar over atmosphere. So 3Bar absolute, and 2Bar at the gauge

[Mattias]

 

( I might be a little biased since I work at a certain company with advanced engine development   )      

Don't suppose you know Chetan Kotur do you?

 

 

Doesn't ring a bell what components is he working with?

[SteveA]

He's in design, I'm sure its a massive company but thought I'd ask just in case.

[BadCop]

Turbocharged direct injector variable valve timing engines like the A20NFT might be the last major iteration of modern automotive petrol engines.

 

The focus is/will shift to electric now...

 

I agree on the second one and I love electric cars. 

https://youtu.be/WDu9HpPD8VY?t=793

Someday a build like this will be superior to any combustion engine.

 

And that one 

https://youtu.be/ib-02b2ooLY?t=211

 

 

 

 

But the A20NFT is not the last step of the evolution

 

I'm experimenting with Porsche GT2 VTG Control Unit at the moment.

If you have driven one of these VTG Porsches you know why.

 

For a A20NFT on the racetrack they are not the best choice - one single turbo is a bit too small for making big power numbers.

 

For like 500 to 600 bhp (over 700 HP on ethanol) on the track I'd recommend the Borg Warner EFR 7163 which comes as a bolt on replacement for the stock  A20NFT turbo.

 

 

 

But what really interests me for street cars is the power down low and a smooth torque curve.

That is why I try to implement the Porsche VTG Controlmodule to the GM ECU.

 

Just imagine a constant 30 psi of boost from 1500 to 8000 rpm  No need to twincharge and no need to wastegate 

[Doctor Ed]

Every time you post something, Dominik, it makes me schoolgirl happy that I went with this engine (and that I know someone with a clue on how to tweak it). Like I said, I'm good with mechanicals and physics, but I'm an electrical retard. Implementing controllers like this is just wayyy beyond me!

[Doctor Ed]

This evenings mini project... get the oem seat reclined further. Basically the oem rails slide back a fair way, but the inclination of the seat is pretty upright, and there's a lot of scope to recline the chair to match the petrol tank compartment wall angle. This brings the head of the seat much closer to the window, inside the roll cage aperture itself (no good for standard vx's with the roll cage headrests). Brings the top of the drivers head down a few cm, raises the thighs/knees, and through bent legs, increases the effective distance to the pedals. Every cm counts when you're a tall bastard.

Basically is a modified version of the oem mount, super simple.





Oh, plus provision for harness eyelets, for quick-n-dirty fitting without doing a full seat and mount swap.

Edited by Doctor Ed, 02 July 2017 - 10:22 PM.

[Arno]

Just imagine a constant 30 psi of boost from 1500 to 8000 rpm  No need to twincharge and no need to wastegate 

 

 

Still.. 42.7 psi on a 2.0L also sounds nice...

 

http://wardsauto.com...rged-dohc-4-cyl

 

Bye, Arno.

[Rosssco]

 

Turbocharged direct injector variable valve timing engines like the A20NFT might be the last major iteration of modern automotive petrol engines.

 

The focus is/will shift to electric now...

 

 

But the A20NFT is not the last step of the evolution

 

I'm experimenting with Porsche GT2 VTG Control Unit at the moment.

If you have driven one of these VTG Porsches you know why.

 

For a A20NFT on the racetrack they are not the best choice - one single turbo is a bit too small for making big power numbers.

 

For like 500 to 600 bhp (over 700 HP on ethanol) on the track I'd recommend the Borg Warner EFR 7163 which comes as a bolt on replacement for the stock  A20NFT turbo.

 

 

 

But what really interests me for street cars is the power down low and a smooth torque curve.

That is why I try to implement the Porsche VTG Controlmodule to the GM ECU.

 

Just imagine a constant 30 psi of boost from 1500 to 8000 rpm  No need to twincharge and no need to wastegate 

 

 

Will you use a different / hybrid turbo unit presumably? Some of the latest BMW engines use an electronically controlled waste gate(I know, not the same as VTG), which may offer some improvement also (quicker response essentially).

[siztenboots]

 

Just imagine a constant 30 psi of boost from 1500 to 8000 rpm  No need to twincharge and no need to wastegate 

 

 

Still.. 42.7 psi on a 2.0L also sounds nice...

 

http://wardsauto.com...rged-dohc-4-cyl

 

Bye, Arno.

 

 

quite a long stroke 93.6mm , slightly less than z22se , at 7500rpm piston speed 23.3 m/s , 8000rpm 24.8 m/s

[oakmere]

Let hope it more reliable than vw's attempt at twin charging. The 1.4 TSI has had lots of issues.

[fezzasus]

Was tidying up today (first time sans car for a while!) and kept looking at the fuel tank... so just how hard would it to be turn the unit?

Pretty farken easy. Rotated through a complete 1/3 of a rotation using the already existing arm guides built into the pump housing. Needed to coax the mounting ring with some multi grips to make the antirotation indexing bit work, but piece of cake.

Lots of room now for lazy loops of 200series (makes dropping the tank way easier too).

 

How did you separate the arm guides from the rest of the assembly? Did you pull them out from the top of the unit or compress the flares at the bottom?

[Doctor Ed]

pulled the shafts up out of the bottom carrier (fuel pump side).

 

a gentle but firm pull was all that was required for them to pop out, and they clicked back in again in the new position with a light snap. the hole with the spring in it gets reused, so didnt need to move the spring

[fezzasus]

Thanks

[Doctor Ed]

for those playing at home, this is the PITA that is mating an M32 to a A20NFT / Z22SE / B207 etc

 

basically the M32 input shaft doesnt normally run in a pilot bearing. ive got bad ju-ju's about this, and want the end of the shaft seated and controlled

 

so basically TTV are making me a new flywheel and clutch, and pressing a bronze bush into the flywheel to accept the inputshaft and locate it. 

 

these are the necessary dimensions for those who may ever need them:

 

[Nev]

 

Just imagine a constant 30 psi of boost from 1500 to 8000 rpm  No need to twincharge and no need to wastegate 

 

 

Still.. 42.7 psi on a 2.0L also sounds nice...

 

http://wardsauto.com...rged-dohc-4-cyl

 

Bye, Arno.

 

 

42 PSI to make just 365 HP sounds like a bit of a struggle; I guess due to optimisation for economy and Euro 5 compliance etc.

 

Conversely my old skool engine needs only 10 PSI to make 480 HP, though it will be "somewhat" less fuel efficient.

 

 

Edited by Nev, 05 July 2017 - 11:12 AM.