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On a plus note, a local friend wanted to clear out some parts and I picked up a good trans, 2 heads and a shortblock with bad bearings for a killer deal
Since the cam gear failure ive been waiting on skunk2 to do something. They have been dragging their feet so it looks like im going to have to run the stock exhaust cam/gear for the dyno. I'm still going to run the BC cam and adjustable timing gear on the intake.
I put in some check springs on the valves and threw on a dial indicator to check PTV clearances. The timing chain I am running is slightly stretched so timing is naturally retarded 2-3 degees. My intake valves are +1mm. That paired with the BC cam puts me in a tight spot for PTV clearance. Minimum PTV clearance for the intake will be .060" Advancing the cam gear on the intake to +3 degrees, which in actuality puts the cam timing to stock timing because of the chain stretch. My clearance is .065" I can squeeze an extra 1 degree of advance out of it but that puts me at the limit of .060" For the dyno ill be setting the cam gear to 0 so the valve overlap is not increased.
Removing the valve springs to put in checker springs. This tool is super useful and was only $35 on ebay, worth it. The bucket that pushed on the retainer will keep any loose keepers from falling down into the oil pan.
This isn't exactly the ideal setup, but its functional. I would rather bolti a steel plate to the motor and use a magnetic base.
This a little bit of an older picture, the exhaust cam gear does not have an adjustable gear on it right now.
What ever came of your BW257SXE .83 setup? I think you're the only one who was running the smaller AR on that turbo on the S2k, thinking of picking up the same setup and torn between the .83 and 1.00.
What ever came of your BW257SXE .83 setup? I think you're the only one who was running the smaller AR on that turbo on the S2k, thinking of picking up the same setup and torn between the .83 and 1.00.
Im still on the 257sxe. Im going on the dyno friday with the 1.00 turbine housing. The .83 housing choked up too much in the higher rpms with the f22 for the power I like. I was never on the dyno with it but by feel id say it was mid 400hp @ 24psi. For someone wanting 400ish HP, that setup IS the ticket. Ive never been in a turbo car that spooled up as fast as that thing did. Ill sell that housing if you want it, its been port matched like my 1.0 housing is.
My ultimate goal is a modular turbo setup for drag and autoX with the only variable being the turbo so i can switch from the bw to a garrett 3582r without needing a new downpipe.
Im still on the 257sxe. Im going on the dyno friday with the 1.00 turbine housing. The .83 housing choked up too much in the higher rpms with the f22 for the power I like. I was never on the dyno with it but by feel id say it was mid 400hp @ 24psi. For someone wanting 400ish HP, that setup IS the ticket. Ive never been in a turbo car that spooled up as fast as that thing did. Ill sell that housing if you want it, its been port matched like my 1.0 housing is.
My ultimate goal is a modular turbo setup for drag and autoX with the only variable being the turbo so i can switch from the bw to a garrett 3582r without needing a new downpipe.
2.153L, 8000 rpm, 24psi, maybe 150°F IAT, oxygenated fuel...how is that 400hp? A mouse crawled up the tailpipe?
2.153L, 8000 rpm, 24psi, maybe 150°F IAT, oxygenated fuel...how is that 400hp? A mouse crawled up the tailpipe?
uhhh, how am I running oxygenated fuel? Im on E85....BIG difference. I ran 16psi on a 6062BB and made 508hp. I can tell you with 100% confidence the car was not making that power at 24psi on the 257. Its not just about pressure, its about volume.
It is about the mass of oxygen being burnt. That is a function of pressure, temperature, and swept volume which in turn is a function of displacement and engine speed. Volumetric efficiency counts. Pressure drops across the intake track require more pressure gain across the turbo to make up for the losses which increase the IAT reducing density, all other factors being unchanged.
16psi, 2.15L, 9000rpm, E85...510hp sounds about right. 24psi should be higher, nominally 25% more air mass if IAT's can be kept the same. Isn't the 6062 much bigger than the SX-E257?
It is about the mass of oxygen being burnt. That is a function of pressure, temperature, and swept volume which in turn is a function of displacement and engine speed. Volumetric efficiency counts. Pressure drops across the intake track require more pressure gain across the turbo to make up for the losses which increase the IAT reducing density, all other factors being unchanged.
16psi, 2.15L, 9000rpm, E85...510hp sounds about right. 24psi should be higher, nominally 25% more air mass if IAT's can be kept the same. Isn't the 6062 much bigger than the SX-E257?
Ah, I always associated oxygenated with certain race fuels that produce insane amounts of power. When I made 508, it was in florida in the summer..hot as hell. My IATs were way hotter down there than what I was comparing the 257 to now. And yes, the 6062 is a bit bigger.
IATs are not the main factor here. I don't really know how to explain it any other way. Its kinda obvious to me but blow through a 1/4" straw and then blow through a 1/2" straw with the same pressure. Which one do you think will flow more air?
Ah, I always associated oxygenated with certain race fuels that produce insane amounts of power. When I made 508, it was in florida in the summer..hot as hell. My IATs were way hotter down there than what I was comparing the 257 to now. And yes, the 6062 is a bit bigger.
IATs are not the main factor here. I don't really know how to explain it any other way. Its kinda obvious to me but blow through a 1/4" straw and then blow through a 1/2" straw with the same pressure. Which one do you think will flow more air?
Both count. It is about density. Now 100F is 558R and 16psi is 30.5psia. The difference between 100F and 150F is about 24psi to 28psi of boost, both about 9% in absolute terms. https://www.omnicalculator.com/physics/air-density
E85 gives a cooling effect and high octane, the first increasing density and both allowing more boost without knocking. E85 varies by season, location, and within quality limits so it is harder to pin down. Race ethanol blends, like @hatrickstu 's 960hp on E90, give more consistency. He is at 42psi.
It is all about the objective. If racing, what the rules are. What the budget is. There are billet heads and blocks available. The block, available with or without water jackets, is advertised as capable of 1700hp. 4P built the head because of water jacket restrictions in porting the OEM head and the age and limited availability of the best OEM castings. The valves are +5mm. These cars are quickly becoming antiques. Our S2k is 15 years old. Our Supra TT turns 25 this summer.
03-31-2019, 07:18 AM
