Shane's yt channel is geat, especially the pikes peak episode. And I remember first interview with him at hp academy. That was the reason why I started to follow him
From what I have seen, you are able to get a lot more mid range from compounded turbos. If you already have a twin turbo setup, I'd recommend compounding them together with 1 big and 1 small (your weight will be basically the same). If you have a single that you're experiencing lag with, I'd recommend fresh air anti lag for a V band setup and/or spool valves if you have a twin scroll flange setup to block off a scroll essentially making your a/r ratio variable. Compound turbos are a little sensitive to tune, but they can help a lot, especially on diesels. If you're REALLY wanting to eliminate lag and not use a supercharger, look at what Eric Mann did in the 1990s. He made a jet engine from a semi truck turbocharger and ran that off a small diesel tank. He then bled boost into a Cosworth 1.7 engine, he got a flat torque curve from 2400rpm to 9000rpm.
1:30:25 yeah same.. and what picks up more hp is going bigger in size with smaller turbo so you can run more PR, also bigger A/R on housing.. but this goes in a way back to IMAP/EMAP ratios
I'm not sure i really got that part right, of course better Flow on the turbine side is going to be better (i'm guessing because of those crazy power and PR) But why rising the boost from the low pressure turbo is going to reduce total power if total boost is higher? Is it because of back pressure only? So i'm guessing when you are rising PR from low pressure turbo then the turbine side of the high pressure turbo is going to choke more than when you rise his PR is it? So in the case where we keep the same scénario, you could '' Just " increase the high pressure turbine Flow (bigger A/R?) And even by increasing PR with the low pressure turbo you would see in that case the power climbing up (110psi intake and keeping exhaust maybe under 100psi) ? I'm sorry if i'm not clear but hey i'm trying ah ah
So the ultimate question is how much air mass can be fed to the engine. I'm curious what ambient and iat temperatures during testing were and temps between the stages and intercooling effects. Does temperature have any limitations to air mass ?
I'm surprised more people haven't used variable geometry turbos on gas engines. They make a big difference on diesels, can act like a small fast spooling turbo and a large turbo in one package. Might even be able to use the VVT output on a GM E38 or similar ECM to control it.
Awesome episode! One question: why were 2 smaller turbos chosen for the low pressure stage on the compound SR20 as opposed to 1? Time for Shane to start his own podcast I think…
I’m still amazed how much of a misunderstanding goes to fresh air anti lag. The biggest issue is that everyone who is talking about it haven’t calibrated 1 or 2 cars with that system. Reality is that it only adds more turbo speed with same throttle openning. it’s not possible to run this system with throttle closed or reduced opening by 2/3 to get same results engine still needs a lot of throttle bypass. It adds more difficulties because turbo speed is much more inconsistent and will vary based on egt of course. Fuel trim is fine to control it but not enough. Done 20 different cars and turbo setup fastest evos in European hill climbs running fresh air and I’ve got a bit of data :) also anti lag is adding a lot of difficulties with downshift with paddle shift system but with top ecu’s it can be done properly.
Stop ragging on Lycomings. I personally updated Lycomings to 1990's technology. It is called the Lycoming IE2. Fuel injected, turbo control, prop control, EGT and Turbine inlet control. Welcome to the 4th dimension calibrating for altitude.
Volkswagen......?!?...anybody....??...already set it...??....elec-trick....??...all else is first loser...come on...!!!....rocketry....that's the next.....😜😩
![048: Is The 2JZ Actually Any Good? [#PODCAST]](http://i.ytimg.com/vi/4Bz41hgUbI4/mqdefault.jpg)
![048: Is The 2JZ Actually Any Good? [#PODCAST]](/img/tr.png)
Use “SHANET100” to get $100 off HPA’s Tuning Starter Package: hpcdmy.co/tuningpackageb
Hitting the like button, coming through the door... popcorn in hand.
Shane's yt channel is geat, especially the pikes peak episode. And I remember first interview with him at hp academy. That was the reason why I started to follow him
His enthusiasm is contagious right? Straight to the point, honest and accurate. We love it, even when he swears like a sailor 😂 - Taz.
That makes two of us.😁
From what I have seen, you are able to get a lot more mid range from compounded turbos. If you already have a twin turbo setup, I'd recommend compounding them together with 1 big and 1 small (your weight will be basically the same). If you have a single that you're experiencing lag with, I'd recommend fresh air anti lag for a V band setup and/or spool valves if you have a twin scroll flange setup to block off a scroll essentially making your a/r ratio variable. Compound turbos are a little sensitive to tune, but they can help a lot, especially on diesels.
If you're REALLY wanting to eliminate lag and not use a supercharger, look at what Eric Mann did in the 1990s. He made a jet engine from a semi truck turbocharger and ran that off a small diesel tank. He then bled boost into a Cosworth 1.7 engine, he got a flat torque curve from 2400rpm to 9000rpm.
Great interview/chat with a great guest. Already looking forward to him coming back for round 3. Keep up the great work!
Shane should have podcasts with hp academy on a regular basis!
Another great episode.. back to back A+
Great interview. So much to learn and knowledge to gain. It's freaking nuts.
Thanks for all the knowledge share ❤ it’s awesome to hear all the strategies you both use for different applications
Awesome episode once again! Loved it, so many well explained technical content ❤
Shane nails his explanations, glad you enjoyed it too 😎 - Taz.
1:30:25 yeah same.. and what picks up more hp is going bigger in size with smaller turbo so you can run more PR, also bigger A/R on housing.. but this goes in a way back to IMAP/EMAP ratios
I'm not sure i really got that part right, of course better Flow on the turbine side is going to be better (i'm guessing because of those crazy power and PR)
But why rising the boost from the low pressure turbo is going to reduce total power if total boost is higher?
Is it because of back pressure only?
So i'm guessing when you are rising PR from low pressure turbo then the turbine side of the high pressure turbo is going to choke more than when you rise his PR is it?
So in the case where we keep the same scénario, you could '' Just " increase the high pressure turbine Flow (bigger A/R?) And even by increasing PR with the low pressure turbo you would see in that case the power climbing up (110psi intake and keeping exhaust maybe under 100psi) ?
I'm sorry if i'm not clear but hey i'm trying ah ah
So the ultimate question is how much air mass can be fed to the engine. I'm curious what ambient and iat temperatures during testing were and temps between the stages and intercooling effects. Does temperature have any limitations to air mass ?
I'm surprised more people haven't used variable geometry turbos on gas engines. They make a big difference on diesels, can act like a small fast spooling turbo and a large turbo in one package. Might even be able to use the VVT output on a GM E38 or similar ECM to control it.
@@dirtydieselguy gasoline engines have notorious egt that limits usage of vnt
❤shane always give critical info ❤
THE MAN
@@nismofreak33 🙏
Awesome episode! One question: why were 2 smaller turbos chosen for the low pressure stage on the compound SR20 as opposed to 1?
Time for Shane to start his own podcast I think…
When you are CI limited and need more horsepower and at same time wider power range compound is the answer.
Agree
I’m still amazed how much of a misunderstanding goes to fresh air anti lag. The biggest issue is that everyone who is talking about it haven’t calibrated 1 or 2 cars with that system. Reality is that it only adds more turbo speed with same throttle openning. it’s not possible to run this system with throttle closed or reduced opening by 2/3 to get same results engine still needs a lot of throttle bypass. It adds more difficulties because turbo speed is much more inconsistent and will vary based on egt of course. Fuel trim is fine to control it but not enough. Done 20 different cars and turbo setup fastest evos in European hill climbs running fresh air and I’ve got a bit of data :) also anti lag is adding a lot of difficulties with downshift with paddle shift system but with top ecu’s it can be done properly.
Stop ragging on Lycomings. I personally updated Lycomings to 1990's technology. It is called the Lycoming IE2. Fuel injected, turbo control, prop control, EGT and Turbine inlet control. Welcome to the 4th dimension calibrating for altitude.
If you want to talk about the real secret sauce then Turbo compounds need to be discussed
Like the materials they are being made of?
@@TheBCninja XD i hope that you are joking
Ummmm did you listen? 😂😂
A turbo compound and a compound turbo are two different things
@@j.m.5995 sounds like the perfect material to cover during your episode.
Volkswagen......?!?...anybody....??...already set it...??....elec-trick....??...all else is first loser...come on...!!!....rocketry....that's the next.....😜😩
@@59vaughn rockets! I like it. Couple of Hypergolic boosters run by the ecu in the slow corners. I’m in.
Oh now I have a couple few ideas for an altitude sim dyno.
@@curvs4me shouldn't be tooo hard.