Thank you Corey, now with the maps I see as far as the 'width' of the circles that create the range one turbo covers, I am believing narrow is worse and wide is better for street of low performance apps? The efficiency islands show elongation in shape. I have not looked at many maps but would this picture map be a good layout of performance?
Quadracer, many others I am sure like Stinger agree with you. But its not massive flow like it has been known for, bigger hole = flow more but that obviously is not true for engines with turbulent flow, start, stop etc of working fluid. What I am working for is not something that can keep a supply of adequate mass flow to rpms of higher levels. It is HOW it does it, it doesn't matter if its low, medium and high speed diesel engines. You can have a port & runner layed out to provide what the engine needs at its optimum point that you, who ever it is building, what ever it is you are building. Once a engine goes past some point there has to be a change to provide a consistent continuing flow, much like for example if Stingpuller had a cylinder head shop, he would obviously utilize this or that on what is or may be being built. Changes in port geometry for instance can 'release' restrictions, can allow your turbo to operate differently, hopefully in the more efficient manner. Again if you have the turbo that may be hailed as the 'best' and you have a factory induction with untouched heads and your power only goes up 'this much' your
friction horsepower went up a bit too probably, we all know when your boost hits a certain level and you start heating your intake because of the turbo its not good either but that is usually farther down the road.
Huge cams, again, application specific. Actually stating huge cams is a little vague but what you really want is as we all know the 'right' camshaft profiles on exhaust lobes and intake lobes. Not sure who all does cams in the D-max world but I am sure there are some good things not touched yet for diesel engine performance that will open more speed records.
If we have a turbo that operates great, with mediocre heads sure it might perform fine for someone running within the regular rpm range there is no need to change. I know what I want to do seems out there but I just feel like stretching limits, in order to grow you must push forward. Not everyone wants to put the time into it which is fine and I am sure the density makes up for a bit. With Huge flowing heads such as Guy's stage 3 or Wagler's product through Brodix, have the heads been utilized to the fullest yet? I know the Brodix's have had leaking problems but anyways. If I have a head that flows great in its range of design, a cam that produces great exhaust and great intake events WITH a good induction & exhaust manifold at any level, performance should be satisfied. We can not neglect either side of the turbocharger, we need to drive our wheels properly. From air cleaner (or not) to tailpipe, we have a system and it just needs to be addressed in certain applications that is all.
Knowing there are different models out there, what would be a good flowing charger that is available? Does it have a close competitor in the same range?
Stinger have you tried more than one Compressor & turbine wheel for your dragster? I am sure you thought about a couple to get that rail moving.
How sensitive is a turbocharger to a camshaft change? Are we still around the basic single pattern cams?
