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- #21
2F turbo (1 Viewer)
- Thread starter Mace
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I bet this would make them feel good
Sorry Jason but that is one of a couple of correct spellings, if that is what you are referring to. Like esthetic and aesthetic.............both correct. Aren't you a Haeydrologist?
Orthopaedists charge more than orthopedists............Crown or "Cap"....what would you pay more for?
One tends to be more Brit and the udder, 'Merican. Becoming more grey, gray, you get it.
Ed
Really? Hmm, never seen that one.
Guess you learn something new every day
Yesterday's "Beauty Operator" is now an Aesthetician.
Tigerstripe40
SILVER Star
Mace
How about using a weld El T-fitting with the necessary flanges welded to it?
What is the diameter of the new wastegate?
And what is the diameter of the exhaust manifold output?
How about using a weld El T-fitting with the necessary flanges welded to it?
What is the diameter of the new wastegate?
And what is the diameter of the exhaust manifold output?
- Thread starter
- #26
T fitting?
New wastegate is 38MM old looked ot be 40MM
I probably should have gone to a larger wastegate, but hopefully with the controller it will not be an issue.
Exhaust manifold output is 3"ID and about 4" OD
New wastegate is 38MM old looked ot be 40MM
I probably should have gone to a larger wastegate, but hopefully with the controller it will not be an issue.
Exhaust manifold output is 3"ID and about 4" OD
Tigerstripe40
SILVER Star
Tigerstripe40
SILVER Star
What about using a 45 weld el between the T and the Wastgate to get you a little more room?
Or perhaps moving the Turbo down about a couple of inches?
- Thread starter
- #30
It is a pretty tight fit for everything. If you move the turbo down your oil return becomes less and less of a gravity feed. And honestly, the biggest way to kill a turbo is to leave any oil in the lines.
I'll get a pic later.
I'll get a pic later.
Turbo looks nice
I have an FJ60, 2F that is fuel injected, would the turbo work with that? It needs some help, engine recently rebuilt.
Would someone put together a parts list.
Thanks
Jeff
GREAT SPIRITS HAVE ALWAYS ENCOUNTERED VIOLENT OPPOSITION FROM MEDIOCRE MINDS, Al Ein
I have an FJ60, 2F that is fuel injected, would the turbo work with that? It needs some help, engine recently rebuilt.
Would someone put together a parts list.
Thanks
Jeff
GREAT SPIRITS HAVE ALWAYS ENCOUNTERED VIOLENT OPPOSITION FROM MEDIOCRE MINDS, Al Ein
matt.mcinnes
2F-ETI
Turbo's help with everything
keep on this thread, you will see how everything bolts together.
Please can I have a list too
Jason I would think about doing the 13b turbo from a eagle talon like my ricer friends were suggesting. Those things would spool and boost around 2000 rpms since they are so much smaller than the t4. Plus you can shove a ton of boost through the 2f because of its low compression. I can get some more information from my turbo nerd friend. He had a turbo/waste gate set up that would of worked perfect for my engine but I forgot which waste gate he recommended.
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- #35
The old setup started to bost around 2200. That was with a very tired compressor and a stupid amount of exhaust leaks.
I actually think this is gonna be a much better setup when it is done.
Iam gonna shoot for 20 psi and see what happens
The amount of boost is only mildly connected to the initial compression ratio. The real boost controller is the lower end of the motor (can it handle the HP) and the relative octane of the fuel being fed..
I actually think this is gonna be a much better setup when it is done.
Iam gonna shoot for 20 psi and see what happens
The amount of boost is only mildly connected to the initial compression ratio. The real boost controller is the lower end of the motor (can it handle the HP) and the relative octane of the fuel being fed..
Not to hijack, but as long as it is still kinda on topic.....
1. Why doesn't anyone use a supercharger (centrifugal type) as opposed to a torbo? Seems like s SC could be designed to boost more at lower rpm.
2. I always thought octane requirement for a given motor was simply a function of compression ratio. So, forgive the dumbass question, but how does either a SC or turbo affect octane requirement.
I do not know dick about, well, much of anything, but especially SC or turbocharging an engine.
Ed
1. Why doesn't anyone use a supercharger (centrifugal type) as opposed to a torbo? Seems like s SC could be designed to boost more at lower rpm.
2. I always thought octane requirement for a given motor was simply a function of compression ratio. So, forgive the dumbass question, but how does either a SC or turbo affect octane requirement.
I do not know dick about, well, much of anything, but especially SC or turbocharging an engine.
Ed
I'm assuming if you had a turbo on a 2f with a tbi system all you would need to do is have an adjustable fuel pressure regulator and remap the TBI computer. Hmmm.
For a regular 2f carb you would do what? Bigger jets. I would assume the biggest concern is running lean.
For a regular 2f carb you would do what? Bigger jets. I would assume the biggest concern is running lean.
I would think the cost would be one. Don't most SC use a Serpentine belt?
Centrifugal superchargers are nonlinear just like turbos. If you set it up to boost at lower rpms, you will most likly over speed the compressor and the turbine will actually cavitate at higher rpms. And now you have somthing that runs as a parasite instead of running on wasted energy.
For you second question, you are effectivly increasing you compression ratio when you go to a forced induction system, ie more air and fuel in a smaller space. The more boost you run, the higher the octane rating you will need to keep your engine from detonating.
The 2F rev limit in stock form is so low, you could properly size a turbo and have it spool at a low RPM. But, good things come to those who wait.
Turbo lag is so negative, Boost Threshold is a better way to think of it.
Forced induction motors lend themselves to predetonation, due to the compressed nature of the intake mixture, higher octane combats this.
