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09-14-2011, 01:07 PM | #26 |
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You better sleeve it lol. Realize also that you still won't make quite the torque you would with a normal 2.5 due to the smaller stroke. My personal opinion is it wouldn't be worth it.
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09-14-2011, 01:08 PM | #27 |
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09-14-2011, 01:09 PM | #28 |
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09-14-2011, 01:28 PM | #29 |
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yeah, if you're chasing big torque values, a stroker is the road to take, not a destroked engine.
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09-14-2011, 02:11 PM | #30 | ||
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Sorry if that's off topic! |
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09-14-2011, 02:15 PM | #31 |
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09-14-2011, 02:24 PM | #32 |
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id never do pistons bigger than 99mm, just based on what i gathered from my research....i think. at least when going for max relibility and power capability.
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09-14-2011, 04:35 PM | #33 | ||
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Back on topic; get those results in here! |
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09-14-2011, 04:53 PM | #34 |
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Torque breaks stuff. Just saying.
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09-14-2011, 07:22 PM | #35 |
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09-14-2011, 07:34 PM | #36 |
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YES THATS WHAT I MEAN, lol i was in class so i do not have a lot of time to type ****....not to mention i hate how my ipod keyboard is.
even with sleeves i dont like it |
09-14-2011, 07:43 PM | #37 |
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09-14-2011, 07:56 PM | #38 | |
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And yes it is sleeved along a whole array of other things. The only thing factory is the intake manifold, case halves and head blocks. |
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09-14-2011, 08:26 PM | #39 |
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GT4094 0.95 T4 Exhaust Housing with:
Stock ECU running Speed Density 2mm Longer Rods Kelford R-199-C AVCS cams (272/272 with 11.5mm Lift intake and 11.2 Exh) Benson Sleeved Case Manley Billet 75mm Crank JE Pistons 99.5mm Chapman Racing CNC Ported Cylinder Heads 1mm oversized stainless intake and inconel exhaust valves Full Race Header and Uppipe Cosworth Intake Manifold BC Adjustable exhaust cam gears AVCS Intake gears (Not running any avcs currently due to wrong neutral sw) Comparison Graph between the spool of a 2.5 and a 2.34 with a GT4094 wth a 0.95exh housing: The Graph that runs to 7,000 rpms is a 2.5L with custom kelford cams (276 Intake 272 Exh) Aem Series 1 EMS GT4094 0.95 T4 Exhaust Housing with: 2mm Longer Rods Benson Sleeved Case Manley Billet 75mm Crank JE Pistons 99.5mm Chapman Racing CNC Ported Cylinder Heads 1mm oversized stainless intake and inconel exhaust valves Full Race Header and Uppipe Cosworth Intake Manifold BC Adjustable exhaust cam gears AVCS Intake gears (Not running any avcs currently due to wrong neutral sw) Graph that runs to 7500 rpms is the same graph that's posted by itself above 2.34 with R-199-C Cams (272 Int and Exh 11.5mm lift intake and 11.2 exh) |
09-17-2011, 12:49 AM | #40 |
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how would one of these do sleeved and bored back out to equal 2.5? any decrease in potential relibilty or rev limit?
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09-17-2011, 08:12 AM | #41 |
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They do really well. Pending turbo and cam/cylinder head matching; spool can be great but in trade for top end to some.
4" bore, so a 2.43L and that's a 1.06 AR GT4094. He realized that he had a bad sleeve job and was pushing coolant during this session (and this plot), hence the early stop (low boost and low RPM). This is actually one of my oldest customers, who like me has had MANY things get in the way of the build, so no NDA with him. I simply supplied parts, specs and helped source some OTS parts as he's across the world, literally. Oh it has lumpy Kelfords; 272 11.2mm lift, non-AVCS. Last edited by Homemade WRX; 09-17-2011 at 08:44 AM. |
09-17-2011, 02:06 PM | #42 |
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That is essentially what I'm doing. I have a crazy build, surprising extremely similar to Barigas right down to turbo/exhaust/heads and engine.
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09-29-2011, 12:42 AM | #43 |
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so im thinking about a different route now (no more rotated gt3076), but with the same motor (in the future)
basically do a trans swap, then get a moore performance TS semi rotated evo 9 turbo kit with a stock evo turbo till my motor goes, then a built motor on a evo FP red or FP black. hmmmmmmmmmmmmmmm |
09-29-2011, 03:06 PM | #44 | |
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I would love to have the potential to spin to 9k rpm's and have torque start to come in about 3500rpm. Say 550whp on 92 octane and 750-850 on e85, and be reliable. What I mean by reliable is not beating the piss out of it all the time, but have some weekend fun and a few track days, no real drag strip action. |
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09-29-2011, 04:12 PM | #45 |
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I actually had a phone call earlier this week where a 4094 and a spool valve (of sorts) would be used for a DD. However, you'll note that engine is hitting 18 psi at like 3600 RPM just starting to tune
The bigger issue comes with setting the tolerances for a DD application that like. For te power, you'd want 2618 (for what's available now), which requires more PTW when cold because it has greater thermal expansion. Now with the wide spread of power via fuel and then also the ethanol's cooling of the piston, you have two different PTW clearances to be concerned with. Be it if the pump gas tune was that low in comparison to the e85, I don't think there would be much issue. Add meth/water to the gasoline tune and you draw targeted PTW closer together. The one saving grace is that it would just be used for quick bursts of fun, the PTW isn't that huge of a difference form cruising to 'in use'. |
09-29-2011, 11:28 PM | #46 |
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09-30-2011, 08:48 AM | #47 |
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eh....don't want to thread jack here. Basically lighter, stronger, better thermal conductivity, better wear resistance, better fatigue resistance...all that good jazz but $$
Last edited by Homemade WRX; 09-30-2011 at 09:00 AM. |
10-01-2011, 02:00 PM | #48 | |
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10-01-2011, 08:25 PM | #49 |
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nope but a decent guess
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12-03-2011, 05:32 PM | #50 |
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Up because it should be high time to see more results!
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