Actually the article read as if it were pretty mild mannered for that outrageous displacement. makes 893 lb-ft @ only 4600 and 829 HP @ 5300. Considering she'll only rev to about 5500 on a good day, I would think that it wouldn't be that bad of a street motor, the you wouldn't get much in the way of mileage.

btw, I think holset has to be making the most headway in turbo technology to date. Their variable geometery stuff seems cool as hell. Gale Banks has already used that tech to push a cummins powered dakota to about 220+ @ bonneville, just wish there were more people playing with it and trying to adapt it to gas use.

 

For the most part I agree. Give me a little time, I love the HX series and have plans...

 

I went to the ny auto show and ford or is it chevy?? is coming out with a varible turbine compressor vane turbo on one of their big trucks. I guess they dont even need a wastegate for that right? Looked like they just use the vanes to regulate the shaft speed/boost. in hte near future you may see these turbos being put on higher end JY turbo setups .

 

The new ford powerstrokes already have them.

I plan on starting with a standard design and then coverting over if I decide that it needs it for streetablility.

FWIW, Holsets have a much broader compressor map(even when comparing 70% efficientcy on the holsets to 65 or 60% on the others), typically with a greater max adiabatic efficiency then most other turbos.

 

FWIW, in production diesels the variable technology has nothing to do with power production. It’s being driven by ever tightening emissions (specifically soot) regulations. Traditionally you’d want to just inject more fuel into a diesel to get it to build power quickly, but that results in the black cloud that we usually associate with busses…, so manufacturers are putting ever smaller, quicker spooling turbos on them so that they can actually force too much air into the engine, lean things out and burn off that soot before it leaves the engine (the simplified version, gas engines- airflow = HP, diesel- fuel flow = HP. This is why propane injection is a “power adder” in the diesel truck world).

 

Sweet WS6 TA. That rocks Anyways, as I understand the Holset VGT turbos they pivot vaines on the turbine which in turn varies the shaft speed. As for the stuff you were talking about in the diesel apps., I gathered that the VGT was ment to be able to keep the turbo in its peak efficency range 100% of the time. Almost like being able to have full boost @ any RPM @ anytime in the "powerband" which would convert into being able to hold a constant fuel map and allowing for max efficency and hp while not making the turbo work outside its compressor map @ high rpm for fast spools or being on the low side of the compressor map @ low rpms for the high RPM efficency and hp. Anyways...this stuff is really cool, and with bio diesel apparently making head ways, maybe well all have this stuff in our daily drivers in the years to come.

 

Right, but don't forget how Chevy developed the ZL1/2nd design L88/open-chamber heads. It was to reduce emissions!

 

Ok, there's something I don't know about, I've heard the term used before, but never thought to ask about it. Open-chamber head vs. hemi (I understand that one) and I guess a regular wedge style chamber. What are the differences the correct terminology to use, ect. Thanks guys.

 

As I understand it, pretty much any head with the valves on the same side with the same angles is actually a wedge head. Think of a small block Chevy: the intake and exhaust valves have the same angles, and are tilted toward the intake side of the head. A hemi head is hemispherical (roughly), with the intake valves angled toward the intake and the exhaust valves angled towards the exhaust. When the guys at Chevy designed the Mk IV big block (which succeeded the 348/409), they canted and splayed the valves. Looking from the front of the engine to the back, the intake valves are angled 26° toward the intake side from the bore centerline. The exhaust valves are angled only 17°, also toward the intake side. Then looking from the side of the block, the valves are angled away from each other (splayed) 5° each with respect to the bore centerline. This is a modified-wedge configuration, sometimes even called a semi-hemi. Back in the day, it was also referred to as a "porcupine head."

 

Sweet, thanks dude...that cleared up some long standing issues that I never got a firm grasp on to begin with. While I might not have a car to work with yet (oh how college costs own me) I will one day be able to put this stuff to use. That, and I can blow the ricer's minds appart when I start talking about wedge heads, semi-hemi, splayed valves, and hemi head designs. "HUH???? WTF is a wedge head. Is that like a V-Tak head?"