If you can easily reach your power goal with out and IC, why spend the money/effort? Also doesn't block the radiator, no pressure drop, and less weight. E85 alone can easily support more power than most need/make. Been faster than my 8.50 cage cert allows without an IC on a cam only 5.3 EFI turbo street setup. May take a little more boost, but that doesn't cost you anything.
As far as my math goes. Please correct if I'm wrong. The delta of temperature (dT) is = heat of vaporization of the fuel (87 octane) ~300 Kilo-joules per kilogram (L) divided by the AFR of the mixture (14.7) multiplied by the specific heat capacity of ambient air (1.0005 Kj/kg x kalvin) which would be dT = L / AFR x Cp = 20.4 Kalvin or a very rough 37 degrees F of temperature drop at a fuel mixture of 14.7 . This equation works for any fuel that you know the heat of vaporization for like e85 for example. If you had air temperatures of 170 out of the turbo you could expect to see somewhere around 130 Fahrenheit at the intake. Now if you use e85 instead you get dT = 767 kj/kg /14.7 x 1.0005 = 51.9k or 93F. This is obviously very rough math but you'd expect to see temperatures of 76.6 F at the intake.
@richardholdener1727 I just use this as a very rough way to figure out the potential knock threshold of my blow through setup. I can't monitor knock since I run a rotary engine and even one knock event can destroy my engine. I'm way too dumb to figure out all the variables that go into fully figuring this out lol. Heat soak of the intake, ambient air temperatures and humidity, elevation, all sorts of variables. But I thought it was a decent way to understand the rough cooling effects of different fuel octane and types of fuel. I like your test videos to show the real world outcomes. 🤙
@richardholdener1727 actually that could be an interesting video if you ever wanted to, see what the cooling effects of different octane and fuel do to a blow thru setup
Sorry I wasn't very clear about my goals with the 460. I was being irresponsible and talk texting while driving and listening to the video lol. Currently it is stock so I am limited to the rods at about 600 hp until I get new rods/pistons/heads/cam/intake. It's an 8:1 efi motor that I am putting a carb adapter on until I can upgrade. So for now I am stuck at the 600 hp limit but will eventually upgrade for the 1,000 hp mark. I saw one of Richard's videos that tested a single GT45 on a big block Chevy and it had like 22 lbs back pressure but twins only had around 5 lbs. Even less than the S480 (19 I think) that they were compared to. That's where I got the idea for the twin GT45s (plus, two of those are way cheaper than one s480). So I am looking for the most efficiency and best boost response for the way the 460 currently is (stock 8:1 with carb), whether it would be twins like the GT35's that someone mentioned, or a single.
@@richardholdener1727 would this be better than a single s475 while upgrading parts to achieve four digit power numbers in the future? (Mostly street driven. NA will have a little over 500 ft lbs after upgrading) EDIT: All I'm finding for the twin GT30's are T3. Is it ok to run twin T3’s for a big block?
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10-71 blower at 25% over on methanol. Never see over 60* air temps on the ecu. 557 big ford 32* timing in a 14k lbs monster truck.
I run my 1999 Ford f350 V10 supercharged kennebell just with water methanol injection
I'm sad I missed this livestream.
there will be more
If you can easily reach your power goal with out and IC, why spend the money/effort? Also doesn't block the radiator, no pressure drop, and less weight. E85 alone can easily support more power than most need/make. Been faster than my 8.50 cage cert allows without an IC on a cam only 5.3 EFI turbo street setup. May take a little more boost, but that doesn't cost you anything.
I'm sure I still have the article were you ran the Silver State! In a box somewhere in a closet, unless the mice got to it!😂😂
that was fun
As far as my math goes. Please correct if I'm wrong.
The delta of temperature (dT) is = heat of vaporization of the fuel (87 octane) ~300 Kilo-joules per kilogram (L) divided by the AFR of the mixture (14.7) multiplied by the specific heat capacity of ambient air (1.0005 Kj/kg x kalvin) which would be
dT = L / AFR x Cp = 20.4 Kalvin or a very rough 37 degrees F of temperature drop at a fuel mixture of 14.7 . This equation works for any fuel that you know the heat of vaporization for like e85 for example. If you had air temperatures of 170 out of the turbo you could expect to see somewhere around 130 Fahrenheit at the intake. Now if you use e85 instead you get dT = 767 kj/kg /14.7 x 1.0005 = 51.9k or 93F. This is obviously very rough math but you'd expect to see temperatures of 76.6 F at the intake.
do you believe your math or data generated from actually testing?
@richardholdener1727 I just use this as a very rough way to figure out the potential knock threshold of my blow through setup. I can't monitor knock since I run a rotary engine and even one knock event can destroy my engine. I'm way too dumb to figure out all the variables that go into fully figuring this out lol. Heat soak of the intake, ambient air temperatures and humidity, elevation, all sorts of variables. But I thought it was a decent way to understand the rough cooling effects of different fuel octane and types of fuel. I like your test videos to show the real world outcomes. 🤙
@richardholdener1727 actually that could be an interesting video if you ever wanted to, see what the cooling effects of different octane and fuel do to a blow thru setup
Intercooler on a diesel makes a huge difference
Have you tried the fuel cooler test yet for improved air cooling on a nonintercooled power adder engine?
I have a fuel cooling video up
Sorry I wasn't very clear about my goals with the 460. I was being irresponsible and talk texting while driving and listening to the video lol.
Currently it is stock so I am limited to the rods at about 600 hp until I get new rods/pistons/heads/cam/intake. It's an 8:1 efi motor that I am putting a carb adapter on until I can upgrade. So for now I am stuck at the 600 hp limit but will eventually upgrade for the 1,000 hp mark. I saw one of Richard's videos that tested a single GT45 on a big block Chevy and it had like 22 lbs back pressure but twins only had around 5 lbs. Even less than the S480 (19 I think) that they were compared to. That's where I got the idea for the twin GT45s (plus, two of those are way cheaper than one s480). So I am looking for the most efficiency and best boost response for the way the 460 currently is (stock 8:1 with carb), whether it would be twins like the GT35's that someone mentioned, or a single.
Use twin Gt35s or twin GT30s, don't worry about back pressure and your rods don't sign off at 600 hp.
@richardholdener1727 How high did you rev the 460 with the MPG cam and head pkg? I have read that rpms is what kills the stock 460 rods.
@@richardholdener1727 would this be better than a single s475 while upgrading parts to achieve four digit power numbers in the future? (Mostly street driven. NA will have a little over 500 ft lbs after upgrading)
EDIT: All I'm finding for the twin GT30's are T3. Is it ok to run twin T3’s for a big block?
Intercooler on a C6 sounds like a PITA…… one day…. Maybe tomorrow. Ok probably not tomorrow but definitely not today 😄
Is the pounds of boost the air pressure going through the intake
I'd supercharge it...
Why does the high ram intake perform differently than the long runner versus short runner LSX- R intake? What's the logic?
It doesn't act differently, it does exactly what that runner length is required to do using the laws of physics
500 hp 6 L what would I get with a GT 45
750
Wanna make a thousand hp 5.3 what single turbo u recommend and if I went twins what do ya recommend Rich
see the many, many turbo 5.3l vids up but an S475 turbo or VS Racing 7875 Gen 2 or NextGen will make 1000 hp or twin Gt3582s
what about meth or water for cooling?
covered
what hp am i looking at with a 408 windsor with 70mm turbo 210 62cc heads
its on a na motor
DEPENDS ON WHICH 70MM TURBO, BUT THE GT45 (69 MM) CAN SUPPORT 750 HP