Adding turbo's to high cam lift engines
Discussion
I'm not going to pretend I know a lot about the ins and outs but curiosity got the best of me.
Lets take 2 engines that are relatively the same. Say, for example, the Celica Gen 7 140 and 190 engines (1ZZ-FE & 2ZZ-GE if memory serves me). If one had to be chosen to turbo charge, which would be more effective? Also, which could be pushed further? Would the VVTLi in the 190 allow for the turbo to kick in and the lift after, or would the lift be made redundant?
Educate me.
Other examples of the same type of engine could be used by you guys who are a lot more knowledgeable as examples, but none spring to my mind right now.
Lets take 2 engines that are relatively the same. Say, for example, the Celica Gen 7 140 and 190 engines (1ZZ-FE & 2ZZ-GE if memory serves me). If one had to be chosen to turbo charge, which would be more effective? Also, which could be pushed further? Would the VVTLi in the 190 allow for the turbo to kick in and the lift after, or would the lift be made redundant?
Educate me.
Other examples of the same type of engine could be used by you guys who are a lot more knowledgeable as examples, but none spring to my mind right now.
Not a turbo, but Toyota added a supercharger to a Corolla to create the compressor.
They used the 2ZZ-GE 190 engine.
http://www.pistonheads.com/classifieds/used-cars/t...
They used the 2ZZ-GE 190 engine.
http://www.pistonheads.com/classifieds/used-cars/t...
you will be better off searching in Type R forums, companies like TDI North offer a turbo and supercharger conversion for the Type R engine and its fairly popular. Its not something i have really looked into myself however judging from a few videos i have seen the engine behaves the same with VTEC/LIFT etc just with the benefit of much more low down power
As far as I know lift isn't a limiting factor when turbochargers are added, as the idea is to get as much air as possible into what is effectively just a pump, but overlap where both the inlet and exhausts are open needs to be limited as obviously anything that goes in can be lost straight out again.
rigga said:
As far as I know lift isn't a limiting factor when turbochargers are added, as the idea is to get as much air as possible into what is effectively just a pump, but overlap where both the inlet and exhausts are open needs to be limited as obviously anything that goes in can be lost straight out again.
Correct, intake isn't important, in fact smaller is more emissions and idle friendly. However, exhaust lift and duration is important to expel the extra burnt gasses. You should also go for small or negative overlap.Lower static compression works better generally as it enables a bigger window for tuning. Mine's 10:1 which is a bit high but only because I'm limited by the size of the supercharger that fits under the bonnet. Still manages over 800hp though which is enough.
When it comes to turbo or supercharging an engine it's about selecting the right equipment for th engine.
In the Op's example you could use a turbo that makes boost later in the Rev range an continues making boost at the redline on the higher reving 2zz.than on the 1zz.
I've a friend with a CTR fitted with a rotrex c32 supercharger making >350hp. The charger compliments the vtec perfectly by making linear boost all the way to the >8500rpm rev limit.
Fitting a Turbo which makes max boost low in the Rev range an runs out of puff by 5000rpm is quite common on modern turbo cars to give good midrange , eg the kkk ko3 fitted to Vag cars. Simply swapping to a larger ko4 or Garret Gt /holset etc gives large gains an transforms the power delivery at the top end.
In the Op's example you could use a turbo that makes boost later in the Rev range an continues making boost at the redline on the higher reving 2zz.than on the 1zz.
I've a friend with a CTR fitted with a rotrex c32 supercharger making >350hp. The charger compliments the vtec perfectly by making linear boost all the way to the >8500rpm rev limit.
Fitting a Turbo which makes max boost low in the Rev range an runs out of puff by 5000rpm is quite common on modern turbo cars to give good midrange , eg the kkk ko3 fitted to Vag cars. Simply swapping to a larger ko4 or Garret Gt /holset etc gives large gains an transforms the power delivery at the top end.
Edited by aka_kerrly on Saturday 6th February 20:38
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