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3000HP, 150 PSI Of Boost | What Do YOU Know About Compound Turbo Systems | Shane T [TECH TALK]


– The import drag racing market has exploded
over the last few years with competitors going faster and faster. Right now the four cylinder market has
really heated up with both Mazworx and Jet Racing trading blows and world
records. Right now the Mazworx S15 holds the world
record for mile an hour, a touch over 229 mile an hour to be exact. However there is a lot more to come from
this car. In particular, Shane and the Mazworx team
have been working really hard on changing the turbo system. And this is quite unique, they’ve gone to
a compound system. We’re here with Shane to find out a little
bit more about what compound turboing is and why it’s essential. So Shane you were getting pretty good
results with a single turbo on this car, let’s be honest. What’s the limitation of the single and
why go to a compound system? – So the limitation of the single is that
at some point it runs out of the ability to breathe enough air and compress it
efficiently enough, to deliver high density air to the engine. So the concept of the compound turbo is
that we can put a higher air flow turbo at the front of the air system and the
entry and have a secondary turbo behind it to get the boost pressure where
we want and hold the efficiency of the two sets of turbos right dead centre in
the middle of their compressor maps. So it takes the least possible amount of
horsepower to get the most amount of boost. – We’ll just back up a little bit because
obviously there’s a lot that goes into turbo technology and just so our followers
have a good understanding here, I mean obviously we’ve got turbochargers
that produce 200 horsepower through to turbochargers that are well above 2000
horsepower. So the obvious question might be,
well if you’re running out of compressor flow why can’t we just go to a bigger
turbo? So let’s talk about that. – Yeah absolutely so the thing of it is,
is that the compressor that we’re running, at the time when we were last year thinking
about doing this, was limited to an 88 millimetre turbo. So the bottom line is that we don’t
wanna make what an 88 millimetre turbo can make, we think we can make
3000 horsepower with a compound setup. So the only way to get to 3000 is have a
turbo capable of delivering 3000 to the engine which you’re not gonna find
a single that is anything you could actually put in a race car that’s big enough
to do that. So that’s why we ended up with the
setup you see behind us with the two turbos feeding the one turbo. ‘Cause it’s the only way to get the
capacity on the inlet side by using two big ones that are good for
1500 a piece and then the second one behind it to raise the pressure up to the
boost it takes to make the engine make 3000 horsepower. – I think the other thing that’s important
to mention here is even if you could get a single turbo that was capable of
delivering the air flow through the compressor that you need to make
3000 horsepower, the problem is you’re still dealing with a
small capacity four cylinder engine two ot 2.2 litre anyway,
you’re gonna really struggle to spool that up. So the problem is you can get the
air flow but then you don’t have a usable power band, would that be
reasonable? – Yeah that’s reasonable. I mean if you think about it in reverse,
instead of from the turbo end, from the engine end. What would it take to make this engine
make 3000 horsepower? Well we know it’s gonna take an incredible
amount of boost because the engine’s small. So we know that the engine might produce
2000 horsepower at 90 pounds of boost. If we wanna get to 3000, we basically need
50% overhead on that. Forget the turbos, if we just hooked a box
to the engine, to get it to produce 50% more horsepower than 2000, we’re gonna
have to have enough boost pressure to get to that 3000 horsepower number. So then it’s a matter of how can we get
a single stage turbo to make, let’s say 150 or 160 pounds of boost. You’re just not gonna do it, no matter what
turbo you’ve put on it. And then you have the problem you’re
talking about, about actually trying to use it. Even if you could get it to do it,
by the way when you’re trying to use a single stage compressor to get to super
super high pressure ratios, the efficiency of the compressor is so bad,
you then have to do lots and lots and lots and lots of intercooling on the
downstream side of that to even have air that’s dense enough to get to the number
you want. So that’s why it has to be a compound. – I think a lot of people probably missed the
fact that when you compress air, physics says that we’re going to heat it
up so as you say when you’re going to 150 psi, straight away we can calculate
what the ideal temperature of the compressor outlet’s going to be. But then as you’ve mentioned, as we push
those turbos harder and harder, you’re so far out of the efficiency range
of the turbo that you’re then super heating the air even more. As you’ve said, hot air is less dense and
it’s really gonna be a struggle to make power. OK so we get the idea behind the compound
turbo. But it is a very complex system, particularly
given that you’re now actually running three turbos on this. So could you break that down and try
and give us the dummies approach to how the system actually works with those
three turbos? – So the reason why it works well is that
each set of turbos, because a turbocharger’s a multiplier. It takes in air at a certain pressure and
multiplies it, that’s what the pressure ratio is all about. So if the ambient pressure is 15 and the
resultant pressure coming out of the turbo is 30 pounds of boost which is in absolute
terms, a 3:1 pressure ratio, we’re taking 15, raising it to, 45 absolute,
to get to 30 pounds. So that turbo thinks it’s only making 30
pounds of boost, and then we take the second turbo with air pressure that’s
coming in at, what’d we say, 45 absolute, and then we multiply that by three again,
the second turbo only thinks it’s making 30 pounds of boost and so the horsepower
it takes to drive those compressors is way lower than it would be to try to
get one of them to get to that resulting number of 110 or 130 pounds of boost. So that’s why that part of it works. But the name of the game like you hit on
a minute ago is air density. So if you’ve not go the air at a cool
enough temperature to have the density that your pressure ratio is giving you,
then you end up with less power than you would have if you could cool it off. – So you’re making more boost but actually
going backwards because of air density. – Absolutely and or sometimes you’re
raising the turbo into a range that takes so much horsepower to deliver that
boost pressure, that it subtracts away from the engine on the exhaust side. So some interesting things about doing
the compound set up and I read about it and certainly we’re not the first to do
it, they’ve been doing compound turbos in tractor pulling for 50 years maybe. But this is the first time I had a chance
to do it the way I wanted to do it. So we chose to use a charger heat exchanger
in between each stage to give the second turbo the highest density air that we could
give it. And then obviously another charger heat
exchanger behind that going into the engine. So as an example, when we ran the thing
on the dyno we had a real struggle to keep a hold of the engine on the dyno. It would basically do a burnout on the
dyno, the dyno couldn’t load it and give us a real horsepower number that’s
representative of the boost pressure we’re running. It would basically just go straight up onto
the rev limiter. But as an example, at 135 pounds of boost
we had 135 pounds of back pressure. Between the high pressure turbo and the
engine, so what the engine effectively knows is a pressure ratio across the cylinder. Right so it’s 1:1 at 135 pounds. We still had lots of wastegate left to be
able to go to a much higher boost pressure if we wanted to. We had, the day we dyno’d was a pretty
warm day in Florida, it was about 85 degrees ambient
temperature. So we had 85 degree ambient temperature
coming into the primary turbos, the low pressure turbos, and then coming
out of those turbos we had temperatures in the probably 350, 400 degree range. After the charger, heat exchanger we were
back to 90 degrees. The second turbo saw 90 on its inlet. 400 coming out of its outlet. But after the intercooler going into the
engine we had 90 degree charge temp going into the engine. – So you’re back to really only just a
little bit above ambient despite that high boost pressure. – Absolutely and so that is where the
magic happens. – I just wanna go back a little bit and
unpack something you said a little earlier. You’re talking about the exhaust back
pressure and this is probably something that starts to get a little bit more
complex with turbo design. But that back pressure is really, or in my
experience, one of the keys to getting really good performance out of a
turbocharged engine. And it is a balancing act between getting
response and getting a low boost threshold, versus power and I’ve sort of found with
my own drag racing that if you can keep that exhaust back pressure at or
below a 1:1 ratio, that’s almost like a magic point where everything kind of, power wise,
tends to exponentially increase. So even though you say you had 130
odd psi of back pressure, the key is the 1:1 ratio, is that fair? – Yes so effectively the back pressure,
if you think about it, when the pressure ratio’s constant across the engine,
the volumetric efficiency of the engine is the same as it would be if it was
normally aspirated right. So it’s breathing air in at ambient,
it’s exhausting into ambient pressure. Whatever the air flow the engine is,
is what it is, based on the cylinder head cam and all
that stuff. When you start making the exhaust pressure
over the intake pressure, think about a normally aspirated engine,
to get that result, it would take closing the throttle down right. So if you closed the throttle down,
you effectively make the engine smaller, right, ’cause it can’t breathe
as much air in the same amount of time. So the same thing happens with a turbo,
even though the throttle blade is wide open, if the back pressure is way over the top
of the boost, it fills the cylinder with unburnable air. And because it’s making the cylinder full
of unburnable air, it’s effectively making the engine
displacement smaller. So the higher the back pressure goes
compared to the boost, the smaller the engine thinks it is. – Now on the dyno you mentioned that
you’re running heat exchangers between the diferent stages of turbo. And when we’re on methanol fuel,
this is something that seems to be a division between different races. Some will swear by retaining an
intercooler, some will just use the latent heat of evaporation of the methanol
fuel to do the cooling. Obviously adding heat exchangers does
add weight and complexity to the system. And what I’m wondering is can you
instead use maybe injectors to spray methanol between the stages of turbo
for an intercooling effect or is that not as effective? – So yeah obviously trying to cool the
charge off spraying methanol in, is better than not doing anything at all. But when you raise the temperature of
the air to the second turbo, you’re effectiely making that turbo think
that it’s working at high altitude, because the density of the air is less than
what it would be at ambient. So that changes how you have to size the
turbo then for the engine. You now need an even bigger second stage
turbo to get the same total amount of air flow out. So in my opinion, this is the only way
to do it which is why it’s the way it is. And I don’t see the point of the weight
typically, so let me take a step back, because I’m fortunate enough to be able
to work on cars and with teams where we’re running to the limit of what these
components can achieve. Would it be worth adding 500 pounds
to the car to go make 2000 horsepower with a compound turbo, like we can
make with a single stage on this engine behind me? No it would not be worth that. But I don’t think there’s a chance we
could get 3000 horsepower without intercooling. So in the case that we can make 50%
more horsepower, OK the weight that we’re going to add will be insignificant
when you compare power to weight ratio with a car. Right so yes of course this car will have
more weight than it would with a single turbo on it and only one intercooler or no
intercooler, but at the end of the day we’ll have such a greater power to weight
ratio on the car, we should be able to out perform it anyway. – Seems reasonable when you put it like
that. Now I just want to talk about the boost
control strategy because again on a compound turbo, this just makes things
that much more complex and you’ve got wastegates on each stage. So can you talk to us about how you’re
controlling the boost pressure? – So having never done a compound really
before, I was really nervous about all of those things that everybody’s always
really nervous about. So this engine actually has four wastegates. Now two of them are obvious because
they’re leading up to the two primary turbos, but the other two wastegates
were there because we were afraid that the back pressure might be way low
and therefore the air flow rate out of the wastegate would be low and we might
get into a situation where we couldn’t control the boost. And unlike a single turbo, if you go out
of control on the boost, it can make whatever, 50, 60 pounds but with a
compound set up because the two compressors are capable of 9:1 each,
it’s effectively nine times atmospheric pressure, times nine. It’s potentially capable of 380 pounds
of boost. Which we know for sure will make the
engine have more pieces than it started with, which we don’t wanna do that. – Yeah that would probably turn it into a
kit set pretty quickly. – Right the dimension between the valve
cover and the oil pan would for sure get longer that way. So anyway so the idea was to be able to
have enough bypass, I thought we might have to add like some drive by wire
throttle body to be able to do it. But in practice it turns out that the back
pressure, like I said, to the engine, is exactly what the boost is, it’s 1:1. So I actually got rid of one of the two
wastegates on the dyno because I found that it was so big that if it opened at all,
it dumped all the boost out, and I couldn’t control it effectively. So what ended up happening was when
I sorted through some of the stupid small things I had wrong when we started because
I’m dumb and I hooked up things the wrong way, when I fixed the mistakes that
I had made, unbelievable it was exactly how the boost control would work on a
single stage. What I did was I would watch the pressure
ratio of each set of compressors, I would run them up at the exact same
pressure ratio, so I would be 2:1 on the first set of compressors, and 2:1 on the
second set. It took an offset in, I’m using wastegate
pressure on dome pressure on top of the wastegate right. So it took an offset to get the two of them
to be 2:1. But from that point I could raise them by
a percentage and they literally would track each other straight up. So if I raised the primary turbo by 20%,
and that resulted in a 2.5:1 pressure ratio, I did the same 20% to this one and
that resulted in a 2.5:1 ratio on that one, and I ended up with exactly what I wanted
anyway. And it wasn’t scary at all. – So maybe not quite as complex as you’d
made it out to be in your mind? – I totally had in my mind, had all these
questions and though I had answers and all those answers were wrong and the
questions weren’t even right either to begin with so it turned out to be docile
and completely predictable, and everything I was scared it was not
going to be. – So a couple of takeaways from it,
so we’ve interviewed you a number of times and you’re probably one of the
highest profile import tuners, tuners of all engines for that matter
around the world. Great to hear that you’re still learning
and I think that’s something that probably our viewers need to take into account is
no one knows everything in this industry, there’s always something new to learn,
and personally for me that’s why I’m still passionate about the industry because
every time I get a car on the dyno, there’s still something new to learn. – Yeah absolutely look what you find is
the more knowledge you gain, the more questions you have. So it’s a never ending process. So for me yeah I’m all about learning in
every way, every day. – Now just coming back to that boost control
as well, just one other thing that I wanna touch on with regard to that, that’s
important to understand is you would probably struggle with a compound turbo
to get that level of control with a lot of ECUs because clearly they don’t have
strategies in place for compound turbocharging but you’ve got the ability
to essentially write your own firmware to make the ECU, in this case the Motec M1
range do essentially whatever you want? – Yeah so I took literally the software
that we ran the single stage engine with, and added the extra control features that
I needed for the compounding, recompiled it and that became the software
for the compound. But that also means that all of the setup,
it was literally as easy as dumping the file out of that engine, into this engine
with the new software conttrol strategy doubling up what I’m doing with the
wastegate controls, so I’ve got two separate ones, and off we go. We started it, fired it right up, checked
the timing and made a pull, done. – Sounds remarkably easy. Now 3000 horsepower from a four
cylinder, on face value sounds crazy, but we know you guys, both yourself,
and Mazworx are probably the guys that are capable of doing it if it’s possible. But that also begs the question, how much
power can you actually get to the track, can you use all of 3000 horsepower,
and at the same time, if you can use 3000 horsepower, how fast is this car
gonna go? – So the first thing is that we’re going to
make 3000 horsepower and then we’re gonna figure out how to use 3000
horsepower. Whether we need it or not. The way this project started was a guy came
to us at world cup last year and saw what we were doing and said I like how
you guys work, I like your team, and made the mistake of asking me,
what would be the craziest thing I could think to do with one of these engines,
and I kind off the cuff just kind of jokingly said well I’d put compound turbos
on this one and go make 3000 horsepower with it and then I’d go put it in a car
and be the first four cylinder in the fives. Now last year when I said that, the record
was 6.26 and we weren’t even remotely close to that. As we’ve progressed and with the kind of
rivalry going back and forth between us and Jet, now I’m starting to wonder if
it’s not possible for one of the two of us or someone else to be able to run a five
with just a single set up. We’re at the cusp of the same place we
were when the Supra broke Gas Motorsport’s record of 6.26 or 6.27,
I mean think about these numbers, they’re almost all the same right. And what happened is we went 6.15
and all of a sudden it was like man the quest for the fives was on. We’re in the same place we were,
I can’t even believe this, like four years later we’re now talking
about potentially being able to do it with four cylinders. You could’ve asked me then I said there’s
not way you could ever do it with four cylinders, now I’m starting to wonder,
I think we might be able to do it, or Jet might be able to do it,
but if we can’t do it with that one, our goal is to do it with this one,
this is going in a real pro mod car, and literally the goal is simply to go
first in the fives, if we can do it, and if not, we’ll go the deepest into the
fives. We actually think we might be able to
compete with a six cylinder class with this car. – Given the times that we’re seeing from
the six cylinder cars these days, and how deep they’re into the fives,
that’d certainly be a pretty impressive feat. But even saying that, anything with a
five in front of it, I’d be pretty happy with with a four cylinder. Look it’s been interesting getting some
insight into that setup. It is insane, 3000 horsepower from a
four cylinder, I look forward to seeing it, and we wish you all the best getting
into that five second bracket, cheers Shane. – Thanks to you guys for what you do as
always. But I wanna touch on one little part of
this package that makes it seem like I’m not so crazy. When we ran this engine on the dyno
behind me with a single stage it made 2000 horsepower. It made about 1240 foot pounds of torque. So we know that in order to make that
number, 3000 horsepower, at the same RPM, we’d have to raise the
torque way up and that would obviously, like I said earlier, try to change the
dimension between the valve cover and the oil pan. The way we’re gonna try to achieve
our goal is to rev the engine to 12500. We know already that the parts can maintain
1240 foot pounds. If we can maintain 1300 or 1350 at 12500,
by being able to ramp the boost up to 200 pounds or whatever it’s gonna take,
we know we’re not asking the parts to hold anything more than they are
already capable of, other that going with higher inertia because the RPM’s
higher. But like a motorcycle if we can take
advantage of the 12500 RPM, that did 2000 at 10000 RPM,
we could hold the engine up there with enough gears to keep the engine
from breaking itself and that’ll be how we get to 3000 horsepower. So it’s not like I’m thinking we’re gonna
be able to put 250 pounds of boost on it and make 2000 foot pounds of torque
at 8000. We’re gonna try to stretch everything we
can just to get to that number. – Look I don’t think anyone would say
you’re crazy and I think your results already speak for themselves but yeah
great to get that insight and again, we wish you all the best, cheers. – Looks like we closed the show down. – Looks that way. – Thanks to you guys, appreciate what
you do. – If you liked that video,
make sure you give it a thumbs up and if you’re not already a subscriber,
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100 thoughts on “3000HP, 150 PSI Of Boost | What Do YOU Know About Compound Turbo Systems | Shane T [TECH TALK]

  1. Want to add 50HP and 20 brain horse powers to your car and torso? Grab an HPA banner sticker and t-shirt right here: https://shop.hpacademy.com/ – Taz.
    #smartesttorsoontheblock

  2. My question is, I know jett racing 4g63 is running 22 2750cc injectors I'm sure it's similar what tekno is running, so will you have to go bigger injectors at 150lbs boost?

  3. Hi from aus love ur combo. I can remember an old rb 30 turbo motor in a lv commodore running 9s year's ago and he ran a spark plug just after the turbine wheel in the dump pipe he reckoned it made more thermal energy it pulsed from the computer don't how true it was

  4. Watching these videos makes me wish I bit the bullet and went to school for engineering…always a new challenge, always new things to learn in the tuning industry with very tangible and physically vibrant results.

  5. The compressive side of a turbo is basically a centrifugal compressor like was used in the aircraft superchargers in the 1930's and 40's and they ran multi stage setups. They then were used in some aircraft driven by the exhaust gasses just like a modern turbo (p38 p47). in the mid 40's some jet engines used them as the compressor (RR derwent etc). has anyone tried using a multi stage axial compressor instead like a modern jet (j57 rb199 et all) or a compound axial/centrifugal like the RR clyde turboprop?

  6. Did you know marine ships have around 50,000bhp to 100,000bhp.

    They use this type of method as well.

    Top speed around 70mph not sure in knots etc but it like that.

    And I raver see like a ford f650 bus with 1200bhp on used.

    And f1 had around 1300bhp back in 1980 etc

  7. I'm confused when shane said that the turbo system is capable of 380psi because he said its 9 times atmospheric pressure times 9, so that's 81 times atmospheric pressure, right?
    And if atmospheric pressure is 15psi, 81 times 15 is 1215psi… So isn't that 1215 pounds of boost?

  8. Whats the air exit temp at 150psi?!!!
    Check out Russ Collins Warlock Top Fuel Bike V8 Honda with a traditional 8-71supercharger top fuel drag slick off a TF Dragster back in the early 80s if my memory serves me.
    No not a car engine basicaly the same two motorcycle engins in common crankcase in typical V8 fasion toped with a roots blower not much out there he only rode it a few times probably best it was more then anyone could imagine opening up that can of woop ass.

  9. Struggling to understand how a charge cooler can reduce the temperature from over 300 degrees (farenheit) over ambient to just 5 degrees above ambient at full flow rate. Assuming this is an air to air intercooler using ambient air, it sounds "surprisingly good". Perhaps I'm missing something. Can you confirm / explain?

  10. I think the easiest way to explain compound boost is compared to what baseline? Love the way Andre explains it. Shane has a great understanding and capacity to learn, process, understand, present and formulate good questions in a short time frame. I'm probably going to binge watch now….

  11. Make the horsepower by peaking the boost above and outside of the torque curve range to keep the engine dimensions from instantaneously hyper-expanding, hmmm, interesting theory, doesnโ€™t sound practical, but somehow seems legitimately ingenious, very intuitive concept.
    I was obsessed with high consistent volume and controlled boost pressure, (without loss of volume) by use of (no way Im getting another granule of intellectual property stolen) but the same principal applies, cooler denser more effective with more mass, the intake charge will amount to increased combustion speed, expansion volume, and when the gasses are cooling in the exhaust system, they retain more mass per unit of volume than hotter thinner low density intake air charges would produce, even at similar temperatures, this high speed exhaust charge can be timed to a sweet spot, well Iโ€™ve said enough about that, but I like the Outside Of The Proverbial Box Inception successfully becoming a reality!

  12. That just got me SO pumped. Shane T and Andre are so enthusiastic about learning and technology and they are so good for this industry. I'm proud to have a Mazworx built VE in my racecar:)

  13. Rob Dahm is going to make 3k horsepower with a single 106mm garret turbo, on the 4 rotor. It is possible to make 3000hp with one turbo

  14. I wish you could ask him If he tested lower boost from first two turbos higher boost from the second turbo and the opposite what would be the results.

  15. Hi Shane, Sorry for my ignorance but I have a question. If your able to run compound turbos at 10 to 1 pressure then the engine is acting as a combustion chamber and partial decompressor (this creates the shaft power). Would it not be more sensible to just put a combustion chamber in front of the engine block and convert the engine block into a 2-stoke decompressor, effectively only needing 1 liter block and much lighter including perfect pressure maintained in the combustion chamber at all revs?

  16. i have a question that i have been tring to find out for myself i have a 98 ford explorer with a 5.0 l they come stock like that from the factory ,the base engine is a mustang 5.0 but ford had mad some changes to the eletronics ,my question is i have been tring to find a ecm that i can program and set up so i can tune it myself but ive been serching and i have found nothing what do you suggest or recommend

  17. Awesome, you don't see those numbers everyday. I'd also love to see the cooling system which plays important role in efficiency. Also incredible craftsman work, from my perspective as exhaust fabricator, that one behind them is a dream for most of us exhaust fabricators…

    But the accent is horrible ๐Ÿ˜€

  18. So that's basically a turboprop engine with a four stroke engine as a combustion chamber….

    With that amount of flow and pressure it would make sens to make a two stroke engine with it (if it would be allowed).

  19. This is awesome content! Thank you for this. I love having the opportunity to listen to someone as knowledgeable as this gentleman.

  20. This sir was a very good explanation I sure love weird science u just earned a new sub good job guys ๐Ÿ‘๐Ÿฟโš™๏ธโ™ฟ๏ธ๐Ÿ’ฏ

  21. Hmmm, I've got twice the cylinders, three times the displacement, a quarter the horsepower and luckily only a tenth of the cost.

  22. Thank you for having a competent interview; both ya'll. Good job knowing what you're doing and what to ask.
    ๐Ÿ™‚

  23. Pretty simple the turbo doesnโ€™t really care whatโ€™s in out pressure wise all it knows is itโ€™s going to multiply the pressure . 2.5-3.0 for a big turbo is about it you simply canโ€™t run much more than 35-50 PSI boost as a result Want more ya gotta compound and because adiabatic compression 2-3:1 raises temp almost 100-150 C ya gotta intercool the crap out of the thing since youโ€™re about to compress that again and go up again another 100-150C if you didnโ€™t chill in between.

  24. I had to watch this 4 times to fully comprehend this but what I realize is that compound set ups are the best for high hp 4cyl.

  25. Nice to not see the "A" on the lazy logo ripped from HRD ….all a bit weak and sad for a hip trendy window licking cutting edge team…..to plunder the past ….come on guys try harder for a more pop tart for breakfast type …as sorry to say not in the kipper for breakfast club ….now where did i put that box spanner that's next in line for a jolly good "oily raging" …pre a ….JOHN RENWICK VINCENT EPIMETHEUS…..down the You Tube rabbit hole.

  26. 1st compressor sees 1:9 boost and second sees 1:9 boost. Does it means that stress to the sompressor blades is equal in low and high pressure compressor?
    I hardly belliewe that.

    Also what kind of pistons and rings and head and block does one need to cope with such a boost???????????
    You have boost in the amount normal engines have pick cylinder pressure!!!!!!!
    This is just crazy if its true….

  27. Its only good in professional drag racing – a dyno queen in real driving. 3,000hp?
    Beside intercooling issue, what about the variable ambient temperatures you are dealing? Today is 90 degrees, tomorrow is 93 95, how you handle & kool that?
    The transmission? The suspension? The brakes? The clutch? The cooling? The fuel additives? The fuel delivery? The super tires, where do you get those?
    You need a titanium internals. Can the driver handle that horsepower? Not for most…. will it hook up?

    There are more questions besides the 3,000hp. Opening a can of worms.

  28. Why doesnโ€™t someone compound a turbo into a pro charger (or pro into turbo) to take advantage of exhaust and belt, then you have a mix of response and high end boost.

  29. Lmao compound? Itโ€™s called twin turbos you goofy brits! Ridiculous u guys spend all that money and mount multiple turbos on a tiny pos 4 cylinder to go as fast as a normal v8 lmao
    Brits will always behind the USA it looks like

  30. OMF… Superheating the air??? Physics???? It is thermodynamics and the basic formyla is pv=mRT and it heats and not superheating. You superheat steam in a bouler.

  31. Is it fucking possible that you can take a damn picture of the setup you are talking incessantly about for 20 damn minutes? Jesus! This is one of the worst racing performance equipment videos I have ever seen.

  32. Hey Team, just a question about the blades on the turbo's these are 2D in nature, widthxdepth is there a way where we could use two lily /tulip impellers which are (3D) to drive implosive compression into the intake?

    Using the exhaust housing in a vertical drop spiral which then would drive a 1x (x) gear induction lilly/tulip impeller

    I hope someone understands what I am saying? lol

  33. I'm currently building a compound turbocharger setup on a 3.9 liter stroked 2GR-FE engine in a 93 MR2 Turbo. Using a S366 SXE and a S475 turbo. hoping to make 1250whp.

  34. He needs to look in to HPA tanks that hold 4500PSI and valve that can regulate what ever he wants and theirs your cold Hi pressure and your limitation is air volume but your lave your 150 or even 300 if you want lol and eliminate the turbos. you will then be limited to only run as long as the tanks have air

  35. Shane should have a beer with Gale Banks. Those guys would get along.
    Andre would be smiling and giggling like a little kid ๐Ÿ˜€

  36. Speaking on the part of the 1:1 pressure ratio across the cylinder. Where would you be measuring the backpressure in the exhaust? Would you measure in the header runner on the cylinder you're looking at, would you measure at up-pipe right before the turbo or would you measure the pressure after the turbo?

  37. Imagine jumping in a time machine and handing that thing to the guys in WW2 making the the P-51. Here this tiny thing makes 1000 hp more than that giant V-12 ๐Ÿ™‚

  38. A normal turbo setup requires that the turbocharger/s are flowinag about 14.7 PSI of flow at sea level in order to have zero boost because that's the atmospheric pressure. By pressurizing the air above that before it goes into the final compressor you're literally raising the BAR.

  39. finally somebody i can agree with on all the concepts at work to make power and higher efficiency.
    puts all the "free horsepower" propeller heads on their ear.
    12.5k?
    that's crazy talk.
    –some of us know the language.

  40. Static ratios of compression, and same regimen for waste…coupled thru initial intake flow /exhaust flow ratio remain g constant…good engineering and construction as well as good instrumentation….

  41. Compact …great BTU capacity charge coolers with Very Cold exchange zones…alcohol w/ dry ice sublimation ….or liquid nitrogen expansion siamese chambers….etc 5+ sec usage- ~ 10 sec chill down needed before staging….? And beefy /light pneumatic valve stuff like Koenigsegg is working on….f1 stuff….

  42. 13:08 …. My favourite part. This guy is still learning and trying things … just on a massive scale. Great interviewee with all the informative answers, and great interviewer asking all the right questions. Top notch content.

  43. Lots of blahblahnlah but not showing the system. Wtf dude.
    3000hp to a 4banger and the engine said I'm tapping out after one run you greedy grease monkey.

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