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Covers his opinion on hybrid/hiflow turbo setups..
Good read! And basically reiterated my BOV perspective but in more defined terms..
What are some areas where people often make errors modifying their turbo car?
"The classic blow-off valve.
"The blow-off valve is designed as an emissions control device for OE manufacturers. It came about when smaller engines made more and more power using larger turbochargers and bigger intercoolers. As you close the throttle, the build up of pressure and the larger volume inside the intake has to go somewhere; it can't go into the engine because the throttle is shut. Instead, it has to do a U-turn and it comes screaming out the airflow meter. That creates the 'gobble-goggle' sound.
"The gobble-gobble sound is something the public has grown to love.
"The airflow meter is not all that smart and does not realise the air is going in the wrong direction; it therefore measures the air twice (once going into the engine and again going out in the wrong direction). The computer now tips in twice as much fuel as what's required, making it run rich - making it not pass emissions.
"Therefore, manufacturers fit a blow-off valve - or a recirculation valve as they are actually called. A recirculation valve opens when it senses manifold vacuum, returning the air trapped at the throttle body to between the airflow meter and the turbocharger. As such, the airflow meter does not take a double reading - the car now passes emissions.
"Unfortunately, we've had people ringing up and wanting the "audible gear change alarm".
""What audible gear change alarm?" we ask. "You know, when the Sierras were running around and just when they went to change gear it used to go whoda-whoda-whoda" they tell us.
""No pal, that is the dump valve..."
"Some people do think that at the absolute upper extremes of boost levels - about 30-plus pounds - the blow-off valve does, somewhat, save the compressor wheel and shaft from trying to rotate backwards. It doesn't actually rotate backwards at all - all you're hearing is cavitation. What happens is, you've shut the throttle, the turbocharger is doing 100,000 rpm and now has a boost spike of 50 psi. Because it's working in a higher region than what it's designed for, it slips; it basically does a skid like a car tyre does when you dump the clutch. That's the noise you hear - the whoof-whoof-whoof is the air doing a skid."
Is there any performance gain to a blow-off valve?
"We've tested one on a manual gearbox performance car run at Winton Raceway. I think it was running 1 minute 40s back then, but it would lose 2 seconds a lap putting the gobble-gobble valve on. When you look at data acquisition, what you find is - as you change gear - the blow-off valve dumps all the pressure built up through the intercooler and pipes. It then goes back to zero manifold vacuum when you get back on the throttle, you have to build all that boost back up.
"The fact that people think that they keep the turbo spinning is a problem. The people that suggest this have never had an engine on the dyno and never had a turbo tacho in their hands. What people don't realise is, when you shut off the throttle, you shut off the air supply to the engine - this shuts off the exhaust gasses coming out of the engine. When there is no exhaust flow, there is no energy to keep the turbine spinning - the turbo slows down at an alarming rate.
"If you change gears at quite a good speed, you can actually get a boost spike on changes; if you're trying to hold a constant 30 pounds, when you do a racing change you'll get 32-33 pounds when you crack the throttle open again. If everything's working well, you've got a full head of stream waiting to go into the throttle as soon as it's opened.
"I've done this on a rally car and it was quicker through every timed section without a dump valve. You'll never hear a World Rally Car going pssshhht because they don't use a dump valve - you get the woof-woof-woof noise instead."
What are your views on custom modified 'high flow' turbos?
"I've sort of gone away from that now - I typically buy what's off the Garrett shelf. Anyone that thinks little Simon in Bayswater is going to be smarter and have a bigger development program than Garrett is kidding themselves. They do make very good things available straight off the shelf, so long as you know what to ask for. We've come up with a bit of a formula of what we need for each different car.
"Because nobody's got good data acquisition or good turbo tachos, the modifiers often put incorrect things together, overspin the turbocharger and explode the compressor wheel. At that type of speed they go into the surge range then they f?*^ their thrust area. They can also stretch the back of the turbine wheel blades when they get very hot, and then there's the question of whether or not it's got a left-hand thread exhaust wheel."
How do you decide on the appropriate size for a turbo?
"As I said, everything we do now is basically to a formula - we've done the R&D and lots of testing. If you want a 400, 500, 600, 700, 800hp [Nissan] RB30 we know what it is - we go back and look at what we've used in the past. We get good correlation of data and we do lots of data acquisition."
Good read! And basically reiterated my BOV perspective but in more defined terms..
What are some areas where people often make errors modifying their turbo car?
"The classic blow-off valve.
"The blow-off valve is designed as an emissions control device for OE manufacturers. It came about when smaller engines made more and more power using larger turbochargers and bigger intercoolers. As you close the throttle, the build up of pressure and the larger volume inside the intake has to go somewhere; it can't go into the engine because the throttle is shut. Instead, it has to do a U-turn and it comes screaming out the airflow meter. That creates the 'gobble-goggle' sound.
"The gobble-gobble sound is something the public has grown to love.
"The airflow meter is not all that smart and does not realise the air is going in the wrong direction; it therefore measures the air twice (once going into the engine and again going out in the wrong direction). The computer now tips in twice as much fuel as what's required, making it run rich - making it not pass emissions.
"Therefore, manufacturers fit a blow-off valve - or a recirculation valve as they are actually called. A recirculation valve opens when it senses manifold vacuum, returning the air trapped at the throttle body to between the airflow meter and the turbocharger. As such, the airflow meter does not take a double reading - the car now passes emissions.
"Unfortunately, we've had people ringing up and wanting the "audible gear change alarm".
""What audible gear change alarm?" we ask. "You know, when the Sierras were running around and just when they went to change gear it used to go whoda-whoda-whoda" they tell us.
""No pal, that is the dump valve..."
"Some people do think that at the absolute upper extremes of boost levels - about 30-plus pounds - the blow-off valve does, somewhat, save the compressor wheel and shaft from trying to rotate backwards. It doesn't actually rotate backwards at all - all you're hearing is cavitation. What happens is, you've shut the throttle, the turbocharger is doing 100,000 rpm and now has a boost spike of 50 psi. Because it's working in a higher region than what it's designed for, it slips; it basically does a skid like a car tyre does when you dump the clutch. That's the noise you hear - the whoof-whoof-whoof is the air doing a skid."
Is there any performance gain to a blow-off valve?
"We've tested one on a manual gearbox performance car run at Winton Raceway. I think it was running 1 minute 40s back then, but it would lose 2 seconds a lap putting the gobble-gobble valve on. When you look at data acquisition, what you find is - as you change gear - the blow-off valve dumps all the pressure built up through the intercooler and pipes. It then goes back to zero manifold vacuum when you get back on the throttle, you have to build all that boost back up.
"The fact that people think that they keep the turbo spinning is a problem. The people that suggest this have never had an engine on the dyno and never had a turbo tacho in their hands. What people don't realise is, when you shut off the throttle, you shut off the air supply to the engine - this shuts off the exhaust gasses coming out of the engine. When there is no exhaust flow, there is no energy to keep the turbine spinning - the turbo slows down at an alarming rate.
"If you change gears at quite a good speed, you can actually get a boost spike on changes; if you're trying to hold a constant 30 pounds, when you do a racing change you'll get 32-33 pounds when you crack the throttle open again. If everything's working well, you've got a full head of stream waiting to go into the throttle as soon as it's opened.
"I've done this on a rally car and it was quicker through every timed section without a dump valve. You'll never hear a World Rally Car going pssshhht because they don't use a dump valve - you get the woof-woof-woof noise instead."
What are your views on custom modified 'high flow' turbos?
"I've sort of gone away from that now - I typically buy what's off the Garrett shelf. Anyone that thinks little Simon in Bayswater is going to be smarter and have a bigger development program than Garrett is kidding themselves. They do make very good things available straight off the shelf, so long as you know what to ask for. We've come up with a bit of a formula of what we need for each different car.
"Because nobody's got good data acquisition or good turbo tachos, the modifiers often put incorrect things together, overspin the turbocharger and explode the compressor wheel. At that type of speed they go into the surge range then they f?*^ their thrust area. They can also stretch the back of the turbine wheel blades when they get very hot, and then there's the question of whether or not it's got a left-hand thread exhaust wheel."
How do you decide on the appropriate size for a turbo?
"As I said, everything we do now is basically to a formula - we've done the R&D and lots of testing. If you want a 400, 500, 600, 700, 800hp [Nissan] RB30 we know what it is - we go back and look at what we've used in the past. We get good correlation of data and we do lots of data acquisition."
I learned quite a bit from it!
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