Glad you enjoyed that one too 😎 We try to squeeze some info into these videos, but as filming adds so much more time to a project we are a little less consistent with that than perhaps we should be! At the same time with the projects guests like this have, our stuff is pretty boring 😅 - Taz. ruclips.net/p/PLQSiw9vlcZuy_fDILqY45RjeUoJGGH82w
Simon has helped me out so much he probably doesn't even realize, had an issue with head lifting 5 years back and wanted him to rebuild my engine for me as basically given upon my ability, he turned around and gave me advice For a tuner to help me and push me in the correct direction will ever be greatfull this guy is an absolute legend nothing but respect for the guy
I was looking at the Norris design Evo 5 twin charge kit about a year back and Jesus that shits expensive asf but I understand what it is like since it's a car not very popular ( I hope it stays that way ) so I understand designing fabricating costs good money so Im trying to make my own kit gonna make sure I still have AC and all the other creature comfort stuff slowly learning how to fabricate so I can make this dream possible . Love that theres a podcast to put a face to Norris design humanizes em.
Great to hear Simon's story and philosophys on tuning/business. I don't think it's good to have the interviewer talking about himself regularly as the title of the video is Simon's story.
im hoping to have some insight for a future engine build i have it pertains to the 4g64 gdi version. The question stems from the head ill be converting to port injection and doing an experiment to see if the gdi head flows more than the 4g63t head both in a stock and built top end form. The question is can the 4g63t valvetrain work in the 4g64 gdi as the hpfp will be deleted? Using the numerous 4g63t information this experiment is purely based on the direct injection head to see if it has any performance benefits over the 4g63t head in all forms.
I thought that letting a wheel rise off the rear roller on a DynoDynamics rolling road was poor practice as the DD software includes inertia and friction allowances for the rear roller. Letting the wheel rise out the roller kicks up the power figure and can also have you fighting for consistent data. ?
So I'm quite curious as to why the intake pipe is diverted into 2 and then back into 1. Does he go into that during this podcast? Asking because there's no timestamps
One part of the intake feeds the supercharger, the other feeds the turbo but is blocked off with a valve. The air gets compressed by the supercharger then goes into the turbo and then the engine. Once the turbo is making full boost, the intake valve in the intake opens, bypassing the supercharger and feeding the turbo directly. A clutch on the supercharger operates at the same time removing the parasitic drag of the turbo.
Well the valve on the intake leads to the sucky side of the turbo not the blowey side. I think it's just there to force the air to prioritize the supercharger at low rpm
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What were your favourte topics and insights in this episode? - Taz.
Great guest ! Andre, you should do a video with your own HPA cars, you keep talking about them but the audience knows nothing about them 😊
Glad you enjoyed that one too 😎
We try to squeeze some info into these videos, but as filming adds so much more time to a project we are a little less consistent with that than perhaps we should be!
At the same time with the projects guests like this have, our stuff is pretty boring 😅 - Taz.
ruclips.net/p/PLQSiw9vlcZuy_fDILqY45RjeUoJGGH82w
Simon has helped me out so much he probably doesn't even realize, had an issue with head lifting 5 years back and wanted him to rebuild my engine for me as basically given upon my ability, he turned around and gave me advice
For a tuner to help me and push me in the correct direction will ever be greatfull this guy is an absolute legend nothing but respect for the guy
I throughly enjoyed this podcast ,you are both very experienced guys I have been educated thank you😊
Simon is a nice normal helpful bloke very approachable runs a good business builds great car fair ply 👍🏻💪🏻
Thanks for another great podcast guys. Always a great listen while I'm working on my car.
I was looking at the Norris design Evo 5 twin charge kit about a year back and Jesus that shits expensive asf but I understand what it is like since it's a car not very popular ( I hope it stays that way ) so I understand designing fabricating costs good money so Im trying to make my own kit gonna make sure I still have AC and all the other creature comfort stuff slowly learning how to fabricate so I can make this dream possible . Love that theres a podcast to put a face to Norris design humanizes em.
Brilliant guest
Great to hear Simon's story and philosophys on tuning/business. I don't think it's good to have the interviewer talking about himself regularly as the title of the video is Simon's story.
Simon is the Evo master without a doubt
im hoping to have some insight for a future engine build i have it pertains to the 4g64 gdi version. The question stems from the head ill be converting to port injection and doing an experiment to see if the gdi head flows more than the 4g63t head both in a stock and built top end form. The question is can the 4g63t valvetrain work in the 4g64 gdi as the hpfp will be deleted? Using the numerous 4g63t information this experiment is purely based on the direct injection head to see if it has any performance benefits over the 4g63t head in all forms.
I now want a fluffy unicorn lolololol nice example
I thought that letting a wheel rise off the rear roller on a DynoDynamics rolling road was poor practice as the DD software includes inertia and friction allowances for the rear roller. Letting the wheel rise out the roller kicks up the power figure and can also have you fighting for consistent data. ?
I've got a DD and even doing that figures are always lower than any other Dyno I've used. It's not a huge difference either.
@@ryanp6138the issue would be in how it effects the tune. Forget the power numbers. Am I wrong in this?
Still waiting for someone to install a Rotrex to an Evo or STI, and ditch the turbo.
So I'm quite curious as to why the intake pipe is diverted into 2 and then back into 1. Does he go into that during this podcast? Asking because there's no timestamps
One part of the intake feeds the supercharger, the other feeds the turbo but is blocked off with a valve. The air gets compressed by the supercharger then goes into the turbo and then the engine. Once the turbo is making full boost, the intake valve in the intake opens, bypassing the supercharger and feeding the turbo directly. A clutch on the supercharger operates at the same time removing the parasitic drag of the turbo.
At least that's how his kit is setup for the normal Evo kit he sells, not sure if it's the same setup on this north south setup
@@DaMan8691 So you're saying the valves are on the intake to prevent all the boost from leaking to atmosphere? That makes sense
Well the valve on the intake leads to the sucky side of the turbo not the blowey side. I think it's just there to force the air to prioritize the supercharger at low rpm
its a cool idea but will never compete with compound turbo imo.
It’s perfect but let’s be honest there is not bit of evo any more…
More EVO than Fiat Panda (as in you have to call it something and it makes sense to call it an EVO given where it started) - Taz.
I think in times of variable turbine geometrie with abvanced materials its no longer necessary.
Not many Petrol engines have VGT yet