Dave G.

Yeah that is because of the twin TB's. We were going to go with a 110mm single TB at first, but this was just so much cooler, we stuck with this The pressure equals out at the first end tank and again at the plenum, so we don't get one turbo making more boost than the other. Almost time to give it all away to the polisher, including the titanium plate which should be insane polished and burned. I can't wait!!! It will run by the end of next week, so video soom to come

ChainSawOnSteroids

YES!!! want to see it run.

Dave G.

You and me both! I have 3 months of my life wrapped up in this damn car LOL

ChainSawOnSteroids

Me too!!!

Well just from a spectator stand point.

ROTARYROCKET7

i was about to ask the same thing. But did you guys do the 2in 2out setup with that box ontop of the block to combine the charge from the two turbos evenly between the rotors housing. I dunno if that makes sense to you guys, since im not very well versed in turbos.



YOu have two turbos pushing the air thru the intercooler to the intake chamber box thingy on top of the block. YOu have that box there where the two pipes dump the air, is it there just in case one turbo isnt perfroming as well as the other you can evenly distribute the force induction between the two housings.



But in that respect would it be possible to run each turbo to each housing directly, but if my previous statement is correct and one turbo isnt performing as well as the other one for what ever reason that wont be beneficial if one chamber gets a different amount of air than the other which could throw the engine out of whack.



**** i need to learn more about turbos lloll, damn na lol



But overally i would like to say congratz on a friggin sweet setup, hope you guys own everyone this year, Balling!



Jason NYC

www.nyrotary.com

ROTARYROCKET7

When you guys at speedmachine design your IC piping and the piping leading from the IC to the intake ports do you guys test out the design for a more effiecient air flow to reduce turbulence and increase the velocity of the air by reducing the size of the piping as you approach the intake ports?



Or do you guys just fab it up working around the space you have allocated in the engine bay?



Also whats that red box under the car with the bracket?



Sorry if my questions sound noobish, still havent gotten my engine, turbo cherry popped.



Jason NYC

j9fd3s

usually with IC piping you're trying to fit it in the space you've got the best, and in that case using the next biggest pipe size is the better choice, cause too small + too many bends = bad, but too big + bends = ok

ROTARYROCKET7

Hmm, i understand your comment about the piping size. I was also concerned with the GEOMETRY of the bends, does Speedmachine go deep into the analysis about the airflow and the how to acheive the best flow using certain bends like long flowing bends instead of 90 degree bends, cuz we all know a 90 degree bend is not useful since it stops the airflow in its track. So do they do any calculations on the speed of the air and how sharp the bend should be so as not to reduce or impeed the speeed of the air.



Thanks for the comment



Can someone explain the intake chamber on top of the engine block =)

j9fd3s

well a 2 3" pipes flow more than you'd ever need

Dave G.

Not so much test in the physical sense, but in theory. Intake manifold tech so to speak is pretty common knowledge among the racing community, and if you have some good trial and error or access to engineer types of people, then you can take the common knowledge and improve it. Some of those things are smooth lines and ports that are matched well, along with things like velocity stacks etc.





Sometimes, but the theory behind good flowing air is always on the mind. The red box is the metal fuel cell housing





Not a problem









Like I stated above, we don't spend days flow benching things, but we take into account numerous things of that nature during design. As you can see with this setup, we tried to design it with the best flowing bends and unions, a fantastic intercooler core, and dual throttle bodies with 4 independent runners on the intake with velocity stacks. I have found that in non turbo applications, flow is much more dependent on air flow design than with forced induction. This setup should definitely be more than what we need to achieve my goal with power



I'd also be willing to bet this will flow better than a stock Cosmo intake manifold