Re Venting Boost
In regard to the "Venting Boost"
articles Venting Boost, Part 1 and Venting Boost, Part 2... I'm a little confused as to how
come the turbo does not over-speed.If the turbo
wastegate is set to hold, say, 7psi and we're venting boost, won't the wastegate close and the speed of the turbo increase continually? This aside,
great articles -
the "venting boost" articles solve a problem I was thinking about recently.
Very good point – yes, you can expect the turbo to spin faster with this
Bring on the Falcon Mods!
Julian, on the purchase of your Ford EF Futura - Car Crazies, Part 2. As a Ford owner myself (a tinkered-with ED Fairmont and an ED
XR8 Sprint), I'll be
following the project with much interest! If you're after some ideas, head to www.fordmods.com.au. There's a very vocal and knowledgeable group of Ford enthusiasts there that will gladly help you with any problems
you have - and maybe you'll get some ideas there! Looking forward to where this project
Philosophical Agreement #1
Re Turbocharging Philosophies - good points about sizing
turbos to provide power
and torque throughout the
useable range (as opposed
to just up top for "bragging rights").
I have a variable vane geometry Aerodyne Aerocharger on a 1.6-litre Miata (aka MX-5) and it begins boost at about 2000 rpm and hits max boost at 4300 rpm. No great shakes
to run "only" 10 psi, but it comes on early and makes the car really scamper.
The variable vane design
also means there is no
spool-up is quicker though
top-end is perhaps a touch
lower. Special oil
also has to be added since
it is not on engine
lube. Keep up the
fantastic work and applying speed in the real world - not just the numbers on paper.
Philosophical Agreement #2
I absolutely loved your article Turbocharging Philosophies. The article leads me to this
question...Is there any chance that you may
be planning to add a
supercharger to one of those laggy Subarus? I have still not come to terms with the manner in which
I need to drive
the car – it feels lifeless
until 3300 rpm. My thought
was to use a swapped out Mini Cooper S supercharger or Ford/Eaton blower (like on the Thunderbird here in the States). The
Thunderbird unit seems a bit large but I may as well go full supercharger and drop the turbocharger. Any advice?
We don’t have any plans for to supercharge
a Subie but you should read RS in Raptors. However, note that a
positive displacement style supercharger will give the best bottom-end
performance. With enough development it is possible to combine these with a
turbocharger (for greater top-end
performance). See Super Turbo Stunner for details of a factory
‘twin charger’ setup.
In relation to"Wondering about Diesels" in Response. Long story short... The piston in a diesel engine experiences a 'constant pressure' throughout the
downstroke, whereas the aim in a gasoline engine
is to combust the fuel completely at the top of the stroke and piston
pressure declines rapidly. Because of this, your goal
with a gasoline engine
should be to return to the next power stroke as quickly as possible (high revs), whereas your goal
with a diesel engine is to maximise the length
of the effective
powerstroke. Hope I haven't offended any experts, but I find it
easier to think of it in this
This is a great link for anyone wanting the fuller story: www.prime-mover.org
Diesel Error Discovered
In your article Diesel Discovery - Part Two you incorrectly
gave specifications for
the Volkswagen Golf Mk3
TDI as being "a non-intercooled turbo". As an owner of a Mk3 TDI... it does
have a side-mount intercooler behind the passenger side lower grille.
Thanks for that – article now fixed.
Re Diesels and Management Mods
off, it was great of you to do those articles on turbodiesel cars - Diesel Discovery - Part One
and Diesel Discovery - Part Two
and it got me thinking about why I
don't see any performance modified diesels driving around...
But, anyway, are you
guys going to be releasing a programmable ignition adjuster any time soon (you have hinted at it in a couple of articles but gave no details)? This, along with the Digital Fuel Adjuster would
allow potentially any modification to be used with factory management on anything with an airflow
meter. Thanks and keep up
the good work.
There are no immediate plans but, in conjunction with Silicon Chip, an
ignition interceptor is something we're actively considering for future development. The
biggest problem is accommodating different types of ignition systems.
Mission Failed #1
Re Mission 200SX. That car is a S14a not an S15 as you
mention many times in the
article. Apart from that,
keep up the great work!
Mission Failed #2
"Mission 200SX" Mission 200SX has incorrect specs. The car is a S14 not a S15 as you state
in the article.
Mission Failed #3
Mission 200SX - you've probably already been told
this but that is an S14,
not an S15.
Oops – well spotted everyone! Article now
I have just read your article on the Holden Tigra. I had a Vauxhall Tigra a few years ago and wish I still had it
now - it has become a collector’s car of the future, if you like put
it along side the Ford Capri, which now is becoming a
collectable. I know the Tigra was a Corsa
floor panel with a new
designed body stuck on it but it looks the part and given ten years, it will be an icon, like the Capri - I just wish I had one stuck in a garage
somewhere. Just my
Important Coverage of Mitsubishi 380
I have long appreciated your thorough and detailed car reviews which generally come across as unbiased by examining
each car on their own merits and avoiding the marketing stereotypes and clichés that often accompany the rather superficial reviews
found in some other
publications. I am
wondering, however, when you might be able to review the Mitsubishi 380? Given the importance of this vehicle to
Mitsubishi Australia, the obvious interest and admiration you have shown for Magnas in
the past, and the awards
already given by some sections of the automotive industry, I thought you would have jumped at this car as soon as it
If you haven’t already, check out Mitsubishi 380LS New Car Test