New SC....
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Joined: Nov 2004
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From: SoCal
Originally Posted by JrodsS2000,Nov 11 2007, 10:03 AM
Holy Cow whens it coming out?
BTW it may be just another SC...but it destroys all other SC's out there!
IBTL
BTW it may be just another SC...but it destroys all other SC's out there!
IBTL
How many Ponies to the WHP?
Registered User
Joined: Nov 2004
Posts: 782
Likes: 0
From: SoCal
Originally Posted by chairmnofthboard,Nov 11 2007, 08:59 AM
"whatadick" was a joke.
and some of the questions are just plain dumb or asked over and over.
it's just a SC, that's it, nothing special about it. you don't ask greddy all these questions, why because it's just a turbo.
They didn't reinvent the wheel or anything.
Oh, and this thing isn't locked yet???
and some of the questions are just plain dumb or asked over and over.
it's just a SC, that's it, nothing special about it. you don't ask greddy all these questions, why because it's just a turbo.
They didn't reinvent the wheel or anything.
Oh, and this thing isn't locked yet???
Registered User
Joined: Nov 2006
Posts: 748
Likes: 1
From: PDX west
Originally Posted by chairmnofthboard,Nov 11 2007, 08:59 AM
"whatadick" was a joke.
and some of the questions are just plain dumb or asked over and over.
it's just a SC, that's it, nothing special about it. you don't ask greddy all these questions, why because it's just a turbo.
They didn't reinvent the wheel or anything.
Oh, and this thing isn't locked yet???
and some of the questions are just plain dumb or asked over and over.
it's just a SC, that's it, nothing special about it. you don't ask greddy all these questions, why because it's just a turbo.
They didn't reinvent the wheel or anything.
Oh, and this thing isn't locked yet???
Here's more, BTL. I say a Rotrex-based FI will kick azz. I'm not familiar with it's reliability record, but can't really imagine why it won't be....
Kraftwerks and Oscar are cool - based on my PMs.
Chairman, I have asked Greddy way more questions but I have a connection to them other than this site -and it is just a turbo with some pipes. . . I'm comfortable with Mitsubushi turbos, do all my own tuning via AFR, EGT, timing, MAP V, and know my F20C's flow at rpm at pressure. I do not endorse Greddy.
My S2000 is one of three project cars. My objective for it is to create a fat torque curve from 4K rpm to redline via direct control of the boost pressure at the intake manifold. This alone is not new, but the fast response, gate flow profile, and low cost will be (still working on cost though
). The Greddy kit has the right turbo size for this and at $3900 is the least expensive FI kit I believe.Back to semi-relevance: First, before the "BS, my SC lays down 8 hunert hosspowah" blurting begins - yes any FI option can provide ample power
Some may want to know: ok so an oversimplified turbo or a centrifugal SC is a fan that compresses air. In a turbo, another fan is attached to the compressor fan. The added fan is in the path of the exhaust gas, and the gas is used to spin it, which in turn spins the compressor. For a gear-driven SC, the SC has a gearbox that is connected to the engine crankshaft by a drive belt/pulley. The gearbox output shaft spins the compressor fan.
Turbo advantages over gear-driven centrifugal SC:
1. Small, fluid-driven turbine impeller allows higher operating RPM (exhaust gas is a fluid). The max operating RPM of a gear-driven centrifugal SC is limited by the drive side, specifically the gearbox itself
2. Higher compressor RPM = compressor provides more flow, boost and/or can be smaller
3. Smaller driver (impeller vs. gearbox) = less parasitic load
The Rotrex uses a centrifugal compressor fan but does not use a gearbox to spin the fan. Instead, it has a viscous-coupled traction drive (ooh ahhh). It can be spun faster than gears, and is also smaller. Now you get the same kind of benefits that a turbo offers, although not quite to the same level. The turbo can still spin faster and has less parasitic load. For a turbo though, you have to manage exhaust-related pumping losses. Exhaust restrictions affect the efficiency of all 4 engine cycles, not just the exhaust cycle. Its all about pressure differential between the intake and exhaust sides of the combustion chamber, but it is managed just fine by exh system and turbo selection. All SC's have their disadvantages but are managed just fine also.
still not locked yet
Joined: Jan 2006
Posts: 16,548
Likes: 1
Originally Posted by S2Kart,Nov 11 2007, 11:38 AM
Just messin' with ya.
Here's more nonsense BTL.
Actually I have asked Greddy way more questions but I have a connection to them directly vs this site. And it is just a turbo with some pipes. . . I'm comfortable with Mitsubushi turbos and the EManage ULT.
Kraftwerks and Oscar are cool - based on my PMs.
My S2000 is one of three project cars. My objective for it is to create a fat torque curve from 4K rpm to redline via direct control of the boost pressure at the intake manifold. This alone is not new, but the fast response, gate flow profile, and low cost will be (still working on cost though ). The Greddy kit has the right turbo size for this and at $3900 is the least expensive FI kit I believe.
Back to semi-relevance: First, before the "BS, my SC lays down 8 hunert hosspowah" blurting begins - YES OF COURSE ANY FI OPTION CAN PROVIDE WAY MORE POWER TO AN S2000 THAN ANY NORMAL PERSON NEEDS!
Ok so an oversimplified turbo or a centrifugal SC is a fan that compresses air. In a turbo, another fan is attached to the compressor fan. The added fan is in the path of the exhaust gas, and the gas is used to spin it, which in turn spins the compressor. For a gear-driven SC, the SC has a gearbox that is connected to the engine crankshaft by a drive belt/pulley. The gearbox output shaft spins the compressor fan.
Turbo advantages over gear-driven centrifugal SC:
1. Small, fluid-driven turbine impeller allows higher operating RPM (exhaust gas is a fluid). The max operating RPM of a gear-driven centrifugal SC is limited by the drive side, specifically the gearbox itself
2. Higher compressor RPM = compressor provides more flow, boost and/or can be smaller
3. Smaller driver (impeller vs. gearbox) = less parasitic load
The Rotrex uses a centrifugal compressor fan but does not use a gearbox to spin the fan. Instead, it has a viscous-coupled traction drive (ooh ahhh). It can be spun faster than gears, and is also smaller. Now you get the same kind of benefits that a turbo offers, although not quite to the same level. The turbo can still spin faster and has less parasitic load. For a turbo though, you have to manage exhaust-related pumping losses. Exhaust restrictions affect the efficiency of all 4 engine cycles, not just the exhaust cycle. Its all about pressure differential between the intake and exhaust sides of the combustion chamber, but it is managed just fine by exh system and turbo selection. All SC's have their disadvantages but are managed just fine also.
Here's more nonsense BTL.
Actually I have asked Greddy way more questions but I have a connection to them directly vs this site. And it is just a turbo with some pipes. . . I'm comfortable with Mitsubushi turbos and the EManage ULT.
Kraftwerks and Oscar are cool - based on my PMs.
My S2000 is one of three project cars. My objective for it is to create a fat torque curve from 4K rpm to redline via direct control of the boost pressure at the intake manifold. This alone is not new, but the fast response, gate flow profile, and low cost will be (still working on cost though
). The Greddy kit has the right turbo size for this and at $3900 is the least expensive FI kit I believe.Back to semi-relevance: First, before the "BS, my SC lays down 8 hunert hosspowah" blurting begins - YES OF COURSE ANY FI OPTION CAN PROVIDE WAY MORE POWER TO AN S2000 THAN ANY NORMAL PERSON NEEDS!
Ok so an oversimplified turbo or a centrifugal SC is a fan that compresses air. In a turbo, another fan is attached to the compressor fan. The added fan is in the path of the exhaust gas, and the gas is used to spin it, which in turn spins the compressor. For a gear-driven SC, the SC has a gearbox that is connected to the engine crankshaft by a drive belt/pulley. The gearbox output shaft spins the compressor fan.
Turbo advantages over gear-driven centrifugal SC:
1. Small, fluid-driven turbine impeller allows higher operating RPM (exhaust gas is a fluid). The max operating RPM of a gear-driven centrifugal SC is limited by the drive side, specifically the gearbox itself
2. Higher compressor RPM = compressor provides more flow, boost and/or can be smaller
3. Smaller driver (impeller vs. gearbox) = less parasitic load
The Rotrex uses a centrifugal compressor fan but does not use a gearbox to spin the fan. Instead, it has a viscous-coupled traction drive (ooh ahhh). It can be spun faster than gears, and is also smaller. Now you get the same kind of benefits that a turbo offers, although not quite to the same level. The turbo can still spin faster and has less parasitic load. For a turbo though, you have to manage exhaust-related pumping losses. Exhaust restrictions affect the efficiency of all 4 engine cycles, not just the exhaust cycle. Its all about pressure differential between the intake and exhaust sides of the combustion chamber, but it is managed just fine by exh system and turbo selection. All SC's have their disadvantages but are managed just fine also.
BTW, I got ADD, I make about 2 sentences down and my mind wonders to
Eddie Izzard
lol