Sunday, 15 July 2018
Monday, 21 May 2018
Connecting Rods , Tuff ?
Pics by Real ST
Comparison of
Eagle H Beam , Manley H Beam , Manley new series of H Tuff , BC rods
Comparison of
Eagle H Beam , Manley H Beam , Manley new series of H Tuff , BC rods
This is Manley's new H-Tuff H-Beam rod. This is a stronger beam construction, allowing you to make more power safely on an H-Beam than before. This H-Beam's construction can handle more power without adding considerable weight to the design. This rod bridges the gap between the previous h-beam design and the turbo-tuff I-Beam design which is considerably more expensive.
This is a great option for someone who is worried about maxing out the hp rating of the h-beam but not looking to step all the way up to an I-Beam.
This is a great option for someone who is worried about maxing out the hp rating of the h-beam but not looking to step all the way up to an I-Beam.
MANUFACTURER DESCRIPTION
Manley "H Tuff" Beam connecting rods are manufactured from 4340 forgings to the same exacting standards developed and approved by our original equipment customers. There is a vast difference in quality between a Manley "H" Beam and the "other" inexpensive H-Beams on the market. Weight matched to +/- 1.5 grams. Perfectly round big and small ends. Bend and twist is tightly controlled.
Features:
Features:
- H-Tuff Series with heavier beam for higher boost applications
- Manufactured from 4340 forgings
- Heat treated, stress relieved, shot peened and 100% individually magnafluxed
- Weight matched sets + 1.5 grams
- Cap fasteners are 3/8" ARP 2000 for the”H” Beam and 3/8" ARP Custom Age 625+ for the H-Plus
New Bosch Injectors , All fuel compatible
The ID1050X (P/N: 1050.60.14.14.8) is an all new injector, designed in partnership with Bosch Motorsport to replace the ID725, ID850 and ID1000. This collaboration has given Injector Dynamics the ability to design a high flow injector with characteristics specific to the needs of the motorsport tuner looking to push the limits, safely!
Specifications:
- Nominal Volumetric Flow Rate – 1065cc/min @ 3.0 Bar (43.5 psi) Using Gasoline at 52 Degrees C (125 Degrees F)
- Maximum Differential Fuel Pressure – 10.0 Bar (145.0 psi)
- Fuel Compatibility – Compatible With All Known Fuels – (Designed Specifically for Alternative Fuels)
- Electrical Connector - USCAR (Also known as EV6)
- Set of 8 Injectors
- Nominal Volumetric Flow Rate – 1065cc/min @ 3.0 Bar (43.5 psi) Using Gasoline at 52 Degrees C (125 Degrees F)
- Maximum Differential Fuel Pressure – 10.0 Bar (145.0 psi)
- Fuel Compatibility – Compatible With All Known Fuels – (Designed Specifically for Alternative Fuels)
- Electrical Connector - USCAR (Also known as EV6)
- Set of 8 Injectors
While the ID1050X is compatible with all fuels, it is exceptionally capable of extended service life with highly corrosive alternative fuels. The ID1050x also features a replaceable inlet screen, unlike the standard captured non replaceable filter that does not always respond well to ultrasonic cleaning. Showcasing an improved magnetic circuit that allows for stable operation at high pressure, this has extended the useful flow range of the injector and even allowing them to run as high as 10 bar (145 psi). With an improved flow path, increased flow of approximately 5% over the ID1000 with no reduction in low flow capabilities, the ID1050X will be the perfect solution for enthusiasts looking to make serious power!
The ID1700x is the most recent offering from the partnership of Injector Dynamics and Bosch Motorsport. The ID1700x was designed to fill the gap between the ID1300x and the ID2000, and like the ID1300x, it features corrosion resistant internals making it compatible with all known automotive fuels.
A unique magnetic circuit, resulting from a lengthy development program, makes the ID1700x immune to voltage and pressure sensitivity problems that plague other high impedance high flow injectors. The ID1700x excels at high pressures typical of current automotive systems, and will perform flawlessly in these applications.
The ID1700x was designed to be an all fuel compatible injector, capable of very high flow rates. As such, it will most often be used to deliver E85 to boosted engines, or occasionally, gasoline in extreme high horsepower applications. Neither of these applications requires extended linearity at low flow rates, and so this was given a proportionately lower priority during the design process.
The ID1700x will deliver flawless stoichiometric idle and cruise mixtures on E85, but like the ID2000, should not be expected to do so on gasoline.
If you need flawless drivability on gasoline, the ID1300x will provide this, and is capable of approximately 150hp per injector on E85.
source : http://injectordynamics.com/injectors/id1700/
Wednesday, 12 November 2014
Sunday, 2 November 2014
Connecting Rod Weight
Connecting Rod Weights , below are some collected data of Connecting Rod weights from forumers
Stock = 695 grams
Aluminum:
GRP = 470 grams
Map = 470-480 grams
Groden = 490 grams
R&R = 500 grams
All other material:
Crower titanium = 410 grams
Carrillo = 520 grams
Engine pro = 557 gram
Manley H beam = 573 grams
Eagle = 575 grams
Oliver = 605 grams
Pauter lightweight = 610 grams
Crower = 612 grams
Scat = 640 grams
Map billet rods = 652 grams
Pauter = 685 grams
Manley I beam = 690 grams
Steel R&R
R&R 156mm I beam - 602g
R&R 159mm H beam- 568g
R&R 156mm H beam (discontinued for the most part)- 548g
Manley Turbo Tuff - 680
MAP Howard Rods - 652 (only rod with 3/8 bolts, all others have 7/16)
Crower - 607
Carillo - 574
Oliver is 585
Eagles 590
source : http://www.evolutionm.net/forums/evo-engine-turbo-drivetrain/593358-evo-rod-weights.html#post9894486
Friday, 24 January 2014
Custom Intake Manifold for Mitsubishi , Honda , Toyota , Nissan
Custom intake manifolds for all cars including Mitsusbishi , Toyota, Honda , Nissan and even K-Car. Head flanges are CNC cut and all intakes have CNC cut velocity stacks.
Let us know the plenum size & runner length, we will do it for you.
Latest Garrett Compressor Cover Honeywell
Garrett has changed their castings with the name Honeywell on it rather than the Garrett
Changes has been seen on AR70 Compressor housing of the GT30 and GT35
Changes has been seen on AR70 Compressor housing of the GT30 and GT35
Sunday, 14 April 2013
HX35 HX40 on a FP31 & Garrett Turbine Housing
Thursday, 7 February 2013
Just a billet turbo wheel ?
The current hype is billet, everything billet turbochargers. So why did the new billet wheels go cheap ? What is the diffrence ? Quality ?
Have a look again
Have a look again
Monday, 21 January 2013
Wednesday, 16 January 2013
Misc Turbo Sizes and Flows
Turbo flows and sizes information, random copy paste from the web. If you do have anything to be taken down, please do let me know.
Source : http://evox.forumup.co.za/about47-evox.html
Evo 8 TD05 Turbo - (360HP) Stock Evo 8 TD05-16G with 9.8exhaust housing
Evo 8 TD05 Turbo - (380HP) TD05-16G with 10.5 exhaust housing
Evo 8 20G Turbo - (415HP) Upgraded TD05 with 20g compressorwheel and 10.5 exhaust housing
Evo 9 TD05 Turbo - (390HP) Stock Evo 9 TD05H-16G with 10.5 exhaust housing
Evo 9 20G Turbo - (425HP) Stock Evo 9 turbo with the 20G compressor wheel
Forced Performance have awsome Evo 9 based Turbos Available:
FP White (425HP) capable
Evo 9 based Turbo with:
Larger HTA 68mm Compressor Wheel
FP Green (475HP) capable
Larger FP 47lbs Compressor Wheel
Larger FP designed Turbine Wheel
FP RED (550HP) capable
Larger FP Red HTA Compressor Wheel
Larger FP designed Turbine Wheel
Also the 600HP+ FP Black and the new FP GREEN 73HTA Turbo (seems to be hot pick for a 500HP street turbo).
Also look at the BBK turbos, they seem quite popular.
nb. the stock turbo's need high boost and race fuel with suporting mods to make these kind of power figures... (But it is possible.)
GT3071R - (450HP) Boost is seen 700 - 1000 rpm earlier than the
GT3037S and only 200-300 later than stock. needs less boost than the FP Green to make the same power levels.
GT3076S - (525HP) This "benchmark" turbo, used my many a kitmaker, makes excellent power but spool-up does suffer about 1000rpm later than stock.
GT35R - (650HP) Most talked about Turbo - excellent race Turbo used by those that want big power an low ETs
T3/T4 Turbo kit choices:
Garrett 50 Trim T3T4E
Horsepower : 450hp
Compressor Wheel: 76mm Exducer; 54mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Precision PTE 5557 - T3/T4 Turbocharger
Horsepower: 495HP
Compressor Wheel: 76mm Exducer; 55mm Inducer 54trim (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Garrett GT3076R
Horsepower: 525hp
Compressor Wheel: 57mm Ind; 76.2mm Exd 56trim
Turbine Wheel: 60mm Inducer; 56mm Exducer 84trim
VS.
Precision PTE 5857 - T3/T4 Turbocharger
Horsepower: 600HP (claimed by some shops but should be closer to 580HP)
Compressor Wheel: 76mm Exducer; 58mm Inducer (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Garrett T3 60-1 - T3/T4 Turbocharger
Horsepower: 610HP (max flow potential for this T04S wheel)
Compressor Wheel: 76mm Exducer; 59mm Inducer 60trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Turbonetics T3/T04E Super 60
Horsepower: 580HP (No compressor map available but its a dead ringer for a GT4082 Comp Wheel)
Compressor Wheel: 82mm Exducer; 58mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer (F1)
and for 600HP+ = GT35R, PTE3562, PTE6262, GT4088R, etc...
So I've owned a lot of T3-T4 Turbo's of different specs and from experiance I can tell you that depending on the combination of compressor and exhaust wheels on std frame T3/T4 with a T3 .63 Turbine housing and a T04E Compressor side they can hit peak poost anywhere between 3000 and 5000rpm for a non ball-bearing Turbo...
I have been curious to see where the mordern day variants of these T3-T4's spool on a 2.3L EVO with the .63 Exhaust housing:
GT3071R - AMS say 3300-3400rpm on a 2.3L Stroker, with around 3800rpm on the stock block 2L. [450HP capable Turbo]
GT3076R - Evo_M owners claim 3800rpm on a 2.3L Stroker with about 4000-4200rpm on the stock block 2L depending on supporting mods... [500HP capable Turbo]
GT35R - 4100-4300rpm on a 2.3L Stroker and on the stock block 2L depending on supporting mods as high as 4500-4900rpm... [600HP capable Turbo]
On the whole .63 vs .82 Hotside issue:
Max Airflow Correted to Garrett Method:
EFR6258 = 42 lbs/min
GTX2860R = 42 lbs/min
GTX2863R = 44 lbs/min
EFR6758 = 45 lbs/min
GTX2867R = 47 lbs/min
EFR7064 = 51 lbs/min
GTX3071R = 57 lbs/min
EFR7670 = 60 lbs/min
GTX3076R = 65 lbs/min
EFR8374 = 75 lbs/min
GTX3582R = 76 lbs/min
EFR9180 = 88 lbs/min
GTX4294R = 97 lbs/min
Source : http://evox.forumup.co.za/about47-evox.html
Evo 8 TD05 Turbo - (360HP) Stock Evo 8 TD05-16G with 9.8
Evo 8 TD05 Turbo - (380HP) TD05-16G with 10.5 exhaust housing
Evo 8 20G Turbo - (415HP) Upgraded TD05 with 20g compressor
Evo 9 TD05 Turbo - (390HP) Stock Evo 9 TD05H-16G with 10.5 exhaust housing
Evo 9 20G Turbo - (425HP) Stock Evo 9 turbo with the 20G compressor wheel
Forced Performance have awsome Evo 9 based Turbos Available:
FP White (425HP) capable
Evo 9 based Turbo with:
Larger HTA 68mm Compressor Wheel
FP Green (475HP) capable
Larger FP 47lbs Compressor Wheel
Larger FP designed Turbine Wheel
FP RED (550HP) capable
Larger FP Red HTA Compressor Wheel
Larger FP designed Turbine Wheel
Also the 600HP+ FP Black and the new FP GREEN 73HTA Turbo (seems to be hot pick for a 500HP street turbo).
Also look at the BBK turbos, they seem quite popular.
nb. the stock turbo's need high boost and race fuel with suporting mods to make these kind of power figures... (But it is possible.)
GT3071R - (450HP) Boost is seen 700 - 1000 rpm earlier than the
GT3037S and only 200-300 later than stock. needs less boost than the FP Green to make the same power levels.
GT3076S - (525HP) This "benchmark" turbo, used my many a kitmaker, makes excellent power but spool-up does suffer about 1000rpm later than stock.
GT35R - (650HP) Most talked about Turbo - excellent race Turbo used by those that want big power an low ETs
T3/T4 Turbo kit choices:
Garrett 50 Trim T3T4E
Compressor Wheel: 76mm Exducer; 54mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Precision PTE 5557 - T3/T4 Turbocharger
Horsepower: 495HP
Compressor Wheel: 76mm Exducer; 55mm Inducer 54trim (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Garrett GT3076R
Horsepower: 525hp
Compressor Wheel: 57mm Ind; 76.2mm Exd 56trim
Turbine Wheel: 60mm Inducer; 56mm Exducer 84trim
VS.
Precision PTE 5857 - T3/T4 Turbocharger
Horsepower: 600HP (claimed by some shops but should be closer to 580HP)
Compressor Wheel: 76mm Exducer; 58mm Inducer (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Garrett T3 60-1 - T3/T4 Turbocharger
Horsepower: 610HP (max flow potential for this T04S wheel)
Compressor Wheel: 76mm Exducer; 59mm Inducer 60trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim
VS.
Turbonetics T3/T04E Super 60
Horsepower: 580HP (No compressor map available but its a dead ringer for a GT4082 Comp Wheel)
Compressor Wheel: 82mm Exducer; 58mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer (F1)
and for 600HP+ = GT35R, PTE3562, PTE6262, GT4088R, etc...
So I've owned a lot of T3-T4 Turbo's of different specs and from experiance I can tell you that depending on the combination of compressor and exhaust wheels on std frame T3/T4 with a T3 .63 Turbine housing and a T04E Compressor side they can hit peak poost anywhere between 3000 and 5000rpm for a non ball-bearing Turbo...
I have been curious to see where the mordern day variants of these T3-T4's spool on a 2.3L EVO with the .63 Exhaust housing:
GT3071R - AMS say 3300-3400rpm on a 2.3L Stroker, with around 3800rpm on the stock block 2L. [450HP capable Turbo]
GT3076R - Evo_M owners claim 3800rpm on a 2.3L Stroker with about 4000-4200rpm on the stock block 2L depending on supporting mods... [500HP capable Turbo]
GT35R - 4100-4300rpm on a 2.3L Stroker and on the stock block 2L depending on supporting mods as high as 4500-4900rpm... [600HP capable Turbo]
On the whole .63 vs .82 Hotside issue:
from EVO M |
davidbuschur wrote: |
|
scorke wrote: |
|
Max Airflow Correted to Garrett Method:
EFR6258 = 42 lbs/min
GTX2860R = 42 lbs/min
GTX2863R = 44 lbs/min
EFR6758 = 45 lbs/min
GTX2867R = 47 lbs/min
EFR7064 = 51 lbs/min
GTX3071R = 57 lbs/min
EFR7670 = 60 lbs/min
GTX3076R = 65 lbs/min
EFR8374 = 75 lbs/min
GTX3582R = 76 lbs/min
EFR9180 = 88 lbs/min
GTX4294R = 97 lbs/min
Tuesday, 15 January 2013
Manley H Beam vs I Beam
Hello guys, I know everyone is looking for comparisons for the manley conrods. I found these pictures on evolutionm.net and would like to share with you guys. Notice the weight and design. The question is, do you really need a I beam ? Source : Realstreetperformance
Manley turbo tuff vs standard evo
Manley turbo tuff vs standard evo
Tuesday, 8 January 2013
Wiseco vs Wiseco 1400HD
Since everyone over the internet is looking for pictures for the differences my buddy Mr Matt decided to share me some pictures. The Wiseco HD comes with a .22 pin instead of a .20 pin. Notice the piston is a asymmetrical skirt design and the much deeper valve relief ports.
Credits to
Credits to
Monday, 7 January 2013
Wiseco new 4G63 series , but do you notice the diffrences
Wiseco has a new range of pistons, but does everybody notice the diffrences in the Compression Height ? How will it effect our clearance.
4G63 Valve Spring Rates and Tests
Valve spring comparison #2
Evo VIII, Stock DSM, Manley, Brian Crower
· Used EVO VIII
· Used Stock 4G63
· Used Manley
· Used BC1100
· New BC1100
The EVO springs, set of 16, tested 58-62 lbs @ 1.530
Used stock 4G63 valve spring Appox. 140k miles
56lbs @ 1.530
Used Manley Valve spring, mileage unknown.
78lbs @ 1.530
Used BC1100 valve spring, Appox 5000 miles
85 lbs @ 1.530
There must have been a change in the production of the springs about 2-3
years ago. Since the used springs test stronger than the new ones.
New BC1100, right out of the box
80 lbs @ 1.530
Part Number #160-1280
Free length 1.910
O.D. 1.110
I.D. .754
Wire size .145x.178
Closed position
pressure & Length (intalled specs)
66@1.575 Valve closed
Open position
Pressure & length Valve Open
160@1.240
solid height
1.100
The factory installed springs should be close to this also.
EDIT: I just checked 7 sets of used 4G63 valve springs, and only came up with 1 and a half sets of decent used springs.
Most springs checked between 45-55 Lbs @ 1.575
I would say a good spring should test at 60lbs@1.575, Most spring manufactures, will allow 10% loss in spring tention for spring "break in"
I used a Rimac spring pressure tester.
Ferrea “beehive” Spring info
Specs on the springs
- Spring O.D. - 23.87mm / 28.07mm = .939/1.105
- Spring I.D. - 14.73mm / 18.85mm = .579/.742
- Seat Pressure - 90 lbs. @38mm = 1.496
- Open Pressure - 225 lbs. @28mm =1.102
- Rate Inch - 342 lbs.
- Coil Bind - 23mm =.905
- Max Net Lift – 13.5mm = .531
- Spring Material - PAC Alloy
http://www.extremepsi.com/store/cust...at=1417&page=1
BC 1100 Valve spring info
Spring Pressure:
BC1100 Seat:
Colsed 1.500" @ 95 lbs /
Open: 1.000" @ 235 lbs /
Coil Bind: 0.935"
(no machine work required)
http://www.briancrower.com/makes/mitsubishi/4g63.shtml
GSC Power-Division 4G63T Beehive Single Spring Set
Spring Pressures :
Seat @ 1.56"=68 lbs / .300"=160lbs / .400"=190lbs / .450"=210lbs / .625"= Coil bind.
http://www.vr-speed.com/store/gsc-po...63-p-2046.html
Kiggley springs
97lb Seat Pressure at 1.440"
325lb/in Rate
http://www.shop.kigglyracing.com/pro...2&categoryId=1
Source : http://www.dsmtuners.com/forums/cylinder-head-short-block/440147-valve-spring-comparison-2-evo-viii-stock-dsm-manley-brian-crower.html
by BogusSVO
by BogusSVO
Thursday, 3 January 2013
Tial Turbine Housing Raped
There two ways to mount a wastegate, one is on a turbine housing next is on the manifold itself. So below is how a Tial turbine housing is raped for this purpose.
Subscribe to:
Posts (Atom)