Hopefully this will be videoed for those of us that can't make it this year to see.
Printable View
This is fascinating stuff! Too bad Stuart wasn't given free reign over the TIII. Who knows how mega awesome it could have been!
Gotta feel Good to be able to "air" all of this stuff out after all this time!
The world is run back A$$wards and it some how continues on. Imagine the difference IF the Right people, who are in the Right place at the time, were also given the Freedom of Controlling what they already Know and have Proven to be true!
All of the wasted $'s on "Extra research" not to mention wasted time, Gone! And more importantly, the Frustration and animosity.........
To quote a famous Vulcan, "The world would become 73.76% more Efficient." :amen:
Oooooh can you talk/elaborate about the maserati setup at all? I heard rumors of Rick Diogo bolting on a bigger turbo and picking up 100hp out of the box. Just rumors but with the stock itty bitty turbo I could see it.
I have 2 of them I plan to run evenutally. 1 is a 2.2 with Ti long rods, 8.1:1 JE's, ported head, bigger valves, ported exhaust manny with T3 flange and a ported intake with a larger plenum. The other is going to be a 2.5 with Billet steel long rods, 8.1:1 JE's same manfiolds, stock head with bigger valves. Gonna try a GT35R on both of them.
Thanks
To the Moderator(s) – if there’s some rule about low-volumeposters not being allowed to upload photos, can it please be overlooked for thisindividual? I don’t care about me, butthis gentleman has tons of relevant TD info to offer and to not let him postsupportive photos seems counter-productive to our small community.
If this cannot be permitted, can a reasonable explanationplease be provided?
Thanks!
David
It is not necessarily a moderator issue. Many users have of late experienced trouble posting pictures. Some have no trouble at all and others are frustrated by unexplained error messages or messages indicating lack of permission. I tried to start a thread yesterday, and when I went to upload a pic into it, this site froze up. That happened twice. This morning I was able to start the thread and upload a pic into it with no problem at all. The moderators and admin are looking into the problem.
Barry
Interested here as well.
I know for a fact the IHI turbo used on the Masi is TINY (RB5 if I'm not mistaken...same as used on the Mazda MX-6/Ford Probe)! The Masi engine was rated at 200hp, but that poor little turbo can only huff about 230hp worth of air on the compressor side. The way I understand it is that the turbine side is actually much more efficient than it looks, but you're still stuffing a lot of air through a small hole. As you know the collector for the turbo is also TINY!
Chris, yes the turbine wheel will support much more HP but it is hampered by a TINY swingvalve. It seemed as small as early T1 swingvalves. I eventually enlarged Quacks to 3". It involved spending a lot of money at an expert cast welder. He built it up with spray weld, then lots of porting. In retrospect, it probably would have been just as cheap to just fabricate one from scratch.
Todd
I'd heard a long time ago that the Masi engine was "rated" at 400hp as far as hard parts were concerned (forged everything, but I have no proof of this claim)...I would really be interested to know if during development they ever tested that. I also know that MOPAR used the Masi head in IMSA and it would be really interested to know some of the development behind that!
(sorry to go off topic....) This has been my experience as well. I'm kind of afraid to even try posting pics because everything just 'stops'. I've gotten in the habit of cut/pasting my responses (even just text) into a text file just in case. I know it's not the moderators fault, but it is frustrating.
I would also love to hear more about the history and development of the Masi 16v. I have a crazy 2.0L balls to the wall setup from a guy in Boise that was building a land speed racer. He said he got it all from a guy connected to Mopar Performance R&D a long time ago. It's all new and in pieces but I still don't feel like I'm even at the level of skill to take on assembling it!
Thanks for posting this information and thank you for presenting at SDAC 22 and 27. During your presentation at SDAC 27 you mentioned that the TII air box design created a zip tube for the intake. How does this enhance performance of the intake?
was presentation recorded and available for viewing?
video of the presentation?
I have audio only of the presentation, but it's on (2) phones and I have to compile it into one audio file. Maybe someone's got video but I don't remember seeing anyone recording. I'll try to post something for the audio over the long weekend if no one can produce a video before that.
Thanks!
David
Thank you for speaking on Tuesday night. It was great hearing this stuff directly from one of the people involved! You and your team definitely made a difference pushing for better performance out of these engines, which does not go unappreciated!
I really wish I could have made it this year, sounds like I missed a great time. Still dealing with beating out a number of personal "fires" and the CSX decided to randomly puke the rear main seal.
Gary
the off topic posts about pressure measurements has been moved to this thread
http://www.turbo-mopar.com/forums/sh...e-measurements
Barry
Every section of tubing will have a natural resonance point. Usually just one at a given air velocity. In the Turbo II system the lower intake runners create one tuning resonance point. Then intake plenum gives a "dead air" space/volume which puts an end on the runner (by the way, the 1987 TII intake, if cut apart, would show that I put "ideal entries" (like velocity stacks) at the start of the intake runner. The 1988 was just square and awful for airflow as air does NOT like to turn a sharp 90 degrees)
The "zip tube" that goes from the throttle body, thru the air box, and finally into the intercooler tank also has a resonance frequency. Think of an organ pipe. It's large diameter and length helped create a low speed tuning sine wave. The top tank of the intercooler gives just enough volume to set the tuning frequency by defining the length of the tuning tube. "If" the peak of that sine wave hits the intake valve when it is open, there will be sightly higher pressure and a bit more air will go in.
It could have been called a "tuning tube", but somehow it got named the "zip tube". The name has no real connection with its function.