Is the GT3540R turbo worth the money?
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.I don't think so... I can buy GT35R with standart exhaust housing only (T3 flange, no internal wastegate). So that's not mine solution.dbsupra90 said:
Such adapter (stock manifold-> T3 with external WG) would be great!dbsupra90 said:
i wonder how much better designed the cylinder heads are on those bmw's. reminds me of why you can run 10psi with 10.5:1 compression in an ls1 but anything else would go boom.
somehow i think if 500 horsepower was easy on pump with a 35r we would know about it by now.
somehow i think if 500 horsepower was easy on pump with a 35r we would know about it by now.
I'm sure the BMW cylinder heads are much better then even a 2JZ head. But from my brief reading, those guys are doing the same tricks everyone else is doing to make good power on low boost (even with dropped compression ratio); Cams, headporting, intakes, standalone ECU... I kind of like the idea of making 572rwhp at 19psi. Or 700rwhp at 30psi on a different BMW.. Just goes to show that the GT35 can make the power with enough supporting mods.
Remember, UpgradedSupra made 665rwhp on a 61mm turbo using a "built-up" 7M head.
Remember, UpgradedSupra made 665rwhp on a 61mm turbo using a "built-up" 7M head.
MRSUPRA said:
i would just be concerned about detonation, obviously people made dyno runs with a gt35r on ~19 psi, the reason they didn't make that much power is because they didn't tune it hard enough. its not there fault its just the 7M cant tolerate more timing and less fuel without throwing parts everywhere. with a better combustion chamber design that can cool down and work more efficiently (im not a cylinder head expert so im not sure exactly what is better and why) you can run more timing advance and make more power with the same fuel and air mixture. a gt35r with a good intercooler flows the same air at 19psi as it does on a similarly set up supra. its using that air and fuel as efficiently as the BMW that makes those power figures nice.
Just because it'll make 500+ on pump in a Bmw doesn't mean it'll make it in a supra. im not saying it cant and i would LOVE to see someone prove me wrong and push the envelope but so far it hasn't been done. so someone buy a GT35R and a good Intercooler and make 500 on pump!
we should be trying to find out cam specs, head flow numbers, intercooler design and size and what kind of tuning there doing.
[rant] ive said it before and ill say it again, it seems nobody makes 500+hp with anything smaller then a 67mm turbo. theres 3 types of people with supras. people with stock turbos with awesome tunes and good setups making good power for a stocker, people with a middle sized turbo like a 35R but doesn't have it tuned good and there setup isnt all there, and people with huge turbos with good setups and awesome tuning making ridiculous power. nobody takes a 61-63mm turbo and get all they can out of it on pump gas.
its either a 12 second car on race gas and a stock turbo or an 11 second or faster car with a gt42. [/Rant] i know there are people with good middle setups but there far and few between. power and no setup or setup and no power. neither makes a good performing car.
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nosechunks said:
Thats my goal...To see if I can hit 550hp with rebuilt stock block and I have all the supporting mods to make 500hp.
My compression ratio is around 8.8:1.
All I need is a aftermarket manifold, Gt35R turbo to make this happen.
I might have to get H2O injection to make sure I dont detonate.
Cheers,
Roy
Chunks, the reason the head is made the way it is so that you get a more effecient burn. What you are describing is less effecient.
Nick M said:
Please explain, this statement is quite open ended, are you talking about the 7m? LS1? in general? i didnt really describe anything, i said "work more efficiently".
if your refering to the cooler part, i cant see how that would be less efficient.
if detonation is caused by too much heat and pressure in the combustion chamber, then if the cylinder head could dissipate more heat faster from the combustion event (power stroke), during the next intake and compression stroke there would be less heat in the combustion chamber. that would allow for more timing to be run to generate more power from the same air fuel mixture with the same octane fuel.
you only want enough heat in the CC during compression to evaporate the fuel, any more and your that much closer to detonation.
Is that wrong?
you're both a bit off...
you can have both really, the main downfall is when there is a hot spot in the combustion chamber causing pre-ignition. Working the head into a swirl style port and getting rid of any edges that may get hot will go a long way towards that...
The hotter the combustion chamber is (to the limit of igniting the fuel and melting parts), the more efficent the engine will run since less heat is sucked out of the ignition event into the surrounding metal. There was a study on making ceramic engines at one time because of this fact...
you can have both really, the main downfall is when there is a hot spot in the combustion chamber causing pre-ignition. Working the head into a swirl style port and getting rid of any edges that may get hot will go a long way towards that...
The hotter the combustion chamber is (to the limit of igniting the fuel and melting parts), the more efficent the engine will run since less heat is sucked out of the ignition event into the surrounding metal. There was a study on making ceramic engines at one time because of this fact...
Like i said, im not a cylinder head expert, all i was saying was a better head design that can use the same fuel air mixture more efficiently will make more power.
yep, the real trick is to get the a/f ration uniform in the combustion chamber vs. just having some droplets of fuel in some air...
the lean spot will ignite too soon and set off the rest, a good swirl port (that the 7M is rumored to be able to be ported out to) will get a good mixture and use the fuel efficently...
The LSX engine are DAMN advanced for being "low tech pushrod engines." I would have liked to see the ZR-1 motor with the same advances and see where it would be now though...
the lean spot will ignite too soon and set off the rest, a good swirl port (that the 7M is rumored to be able to be ported out to) will get a good mixture and use the fuel efficently...
The LSX engine are DAMN advanced for being "low tech pushrod engines." I would have liked to see the ZR-1 motor with the same advances and see where it would be now though...
Poodles said:
the best engine GM ever had was that ZR-1 motor, and they didn't even design/produce it. Dohc 4 Valves Per Cylinder V8 with 400 horsepower IIRC. amazing that back in 91(?) they had a corvette with 400 horsepower and now the base model made it to 400 horsepower. only took them 15 years to design something thats efficient, YAY GM! :ugh2:
just cause it's a pushrod engine doesn't mean its lowtech. grand nationals, corvettes, almost every 4,5, 6, and 7 second cars are big displacement engines are pushrod engines. i know there are exceptions, but the heavy majority of those cars are pushrod engines. now don't start flameing right away, hear me out. zr1 vettes are cool, and i love the sound of cobras, but gm is doing something right, cause i think the ls7 is about the best bang for the buck in performance engines. they must be doing something right for 505 hp and 475 tq and they can still offer a warrantee.
ok..... let the flameing begin
ok..... let the flameing begin
(to continue with the O/T)
Anyone else remember what Lotus was doing around the same time (actually, it was shortly after) the ZR1 engine?
turbo 2.2L 4cyl with 300-320hp in the espirit.
and it was 375hp on the LT5, not 400. But still, for the time, it was very good.
Anyone else remember what Lotus was doing around the same time (actually, it was shortly after) the ZR1 engine?
turbo 2.2L 4cyl with 300-320hp in the espirit.
and it was 375hp on the LT5, not 400. But still, for the time, it was very good.
new ZO6 is the biggest steal in the performance car market, PERIOD.
nothing beats it in handling, braking, power, ect for it's price...
I put that in comment in quites as that's usually the way I hear about the new LSX engines. But to be honest, it would probably be even MORE powerful and with a broader torque curve with a DOHC setup with VVT...
nothing beats it in handling, braking, power, ect for it's price...
I put that in comment in quites as that's usually the way I hear about the new LSX engines. But to be honest, it would probably be even MORE powerful and with a broader torque curve with a DOHC setup with VVT...
Chunks, the goal in the combustion chamber is complete and even combustion. There are "smog heads" produced in the 70's by the big three, that do run cooler. It isn't what we want.
That is all I was saying.
No reason to knock push rods. They have a downpoint, but it isn't what many people think. It is just one more part and friction. The engine does not care how the valve was opened. That is why the 3rd Gen small block, also know was the LS1/LS2 and up run so damn strong. Could you imagine if that series was a hemi/pentroof chamber?
That is all I was saying.
No reason to knock push rods. They have a downpoint, but it isn't what many people think. It is just one more part and friction. The engine does not care how the valve was opened. That is why the 3rd Gen small block, also know was the LS1/LS2 and up run so damn strong. Could you imagine if that series was a hemi/pentroof chamber?
the only true issue I see with a pushrod engine is the single cam layout doesn't allow any sort of variable valve timing like a DOHC does.
it MIGHT be possible with a twin cam setup, but I don't know of any V engine setup that way except for harley's...
As much as we all make fun of V-Tech, almost all makers now have something along the same lines (VVTi with toyota, ect...).
It's a lot more than one part though, it's the lifters and everything else... I'd rather set shims than mess with rockers anyday of the week...
it MIGHT be possible with a twin cam setup, but I don't know of any V engine setup that way except for harley's...
As much as we all make fun of V-Tech, almost all makers now have something along the same lines (VVTi with toyota, ect...).
It's a lot more than one part though, it's the lifters and everything else... I'd rather set shims than mess with rockers anyday of the week...
Who is "we". I make fun of the retards that don't know anything about it, and talk about how it "kicks in".
Variable cam timing is the best thing to come to engines in a long time. Don't tell that to some of the 1JZ bozos though.
Variable cam timing is the best thing to come to engines in a long time. Don't tell that to some of the 1JZ bozos though.