New 1.8T TTE360 Stage

badger5 said:
and I've seen ONE manage that out of 25+ I've seen on assorted hybrids. Non std engine.
It can be done, but is clearly not the norm.
Click to expand...

But is that the back pressure/egt from running ko4 turbines? Some people are running pro4's with big turbos with different flanges on pro4 group, I'd assume they're making 360ps or more?
 
assume*

gt2871r recently made 345 due to manifold restriction. pro4
 
I say assume because I've only heard, not seen dyno figures myself.

Guess we'll just have to see, shall be interesting!
 
JonnyDerv said:
But is that the back pressure/egt from running ko4 turbines? Some people are running pro4's with big turbos with different flanges on pro4 group, I'd assume they're making 360ps or more?
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not recently on one which came thru here.. 345bhp and choked.. (something choked). The 370bhp v4 mani car was mapped by me. dual port meth, 80% meth... Je pistoned etc..

not to clog off TTE thread for his.. Results and logs will reveal how the TTE performs.. Looking fwd to seeing some results.
 
JonnyDerv said:
I say assume because I've only heard, not seen dyno figures myself.

Guess we'll just have to see, shall be interesting!
Click to expand...
~I have the benefit/advantage of having actually mapping and dynoing many~
*pinch of salt always required when reading pages hosted by those who are selling their own stuff on said pages..*

Full picture, full data rarely also presented, just headline figures..
 
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I agree to stay on line but why have a tte 360 and have the suggested manifold from which might not be able to cope?


there's the old China folds on ebay being sold as v2 a God knows the spec on them.
I know the sales blurb is all nonsense! !
 
daz-20vt said:
there's the old China folds on ebay being sold as v2 a God knows the spec on them.
I know the sales blurb is all nonsense! !
Click to expand...
yea just seen it. identical visually as the jbs ones of old.. problematic to say the least in that design.

There is'nt much choice of k04 exhaust manifold sadly
 
345hp with gt2871 sucks.
I never see a car with Pro4 with a good dyno, V2 have better performance with 40mm.
i dont know badger5 and iam not his friend but the best manifold in the market with best performance is the Badger5 manifold and can be ported to 48mm. i think this great turbo deserve the best.
 
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Miguel_S# said:
345hp with gt2871 sucks.
I never see a car with Pro4 with a good dyno, V2 have better performance with 40mm.
i dont know badger5 and iam not his friend but the best manifold in the market with best performance is the Badger5 manifold and can be ported to 48mm. i think this great turbo deserve the best.
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Sadly, I don't think they're produced anymore.
 
He doesn't sell them anymore.

How can you state a v2 40mm has better performance than a pro4 when you say you've not seen a pro4 on a good dyno in the exact same sentence?
 
JonnyDerv said:
He doesn't sell them anymore.

How can you state a v2 40mm has better performance than a pro4 when you say you've not seen a pro4 on a good dyno in the exact same sentence?
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sorry my bad english
i saw Pro4 dynos but i dont like the results because torque starts falling to soon
 
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why don't relentless make the single part larger then
better use for hybrid and the t25 stock location set ups
 
We need Bill to do another batch of manifolds
I have pro4 and it's pretty and that, but is it actually any good ?
 
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Make the OD of the single pipe bigger you can't fit bolts/nuts in. Make the ID bigger ie pipe thinner it'll crack.. the CFv2 bolts dropped in from the top so didnt need to clear the pipe coming to the flange
 
JonnyDerv said:
Pro4 to 48mm hotside, you run oem turbo to manifold gasket?
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Nope... would make all that effort to go 48mm pointless... gasketless or one of these copper things is the preference I believe although gasketless is dependent on how flat the pro4 flange is... which is variable...

<tuffty/>
 
I agree in wishing that Bill would do another run of B5 manis... Nothing comes close.

Bill, is there anything that would persuade you? I.E. Group buy of certain amount at a certain price or is it a no go because it's too much hassle?
 
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TT Tom TT said:
Doesn't seem so...
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Only one been fitted so far made 320bhp with a massive turbo/manifold leak at 20.5psi, compression ratio massive after engine rebuild so won't take more boost or timing.

Think the real test will be when low compression pistons are fitted, a guy in France is doing a rebuild etc with one now so he's likely to get the first true results
 
Why low compression pistons? 400hp is easily achieved on std compression... My pistons are 9.5:1...

Strokers tend to benefit from a slightly lower compression though as they don't seem to take as much timing as 1.8's

<tuffty/>
 
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It's probably more like 10:1 after head skimming etc. Compression isn't allowing much boost or timing, just getting turned to heat. I believe the further it went past 22psi it began to lose power due to EGT's.

This was pro4 at 26psi after slightly cooling.
 

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JonnyDerv said:
Only one been fitted so far made 320bhp with a massive turbo/manifold leak at 20.5psi, compression ratio massive after engine rebuild so won't take more boost or timing.

Think the real test will be when low compression pistons are fitted, a guy in France is doing a rebuild etc with one now so he's likely to get the first true results
Click to expand...

I'm hoping my tte 340 will make around this, my engine should be run in and ready for mapping in the new year
 
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JonnyDerv said:
It's probably more like 10:1 after head skimming etc. Compression isn't allowing much boost or timing, just getting turned to heat. I believe the further it went past 22psi it began to lose power due to EGT's.

This was pro4 at 26psi after slightly cooling.
Click to expand...
maybe compression is not the problem, but exhaust flow
some cars make more than 500hp with cr 9.5
 
JonnyDerv said:
It's probably more like 10:1 after head skimming etc. Compression isn't allowing much boost or timing, just getting turned to heat. I believe the further it went past 22psi it began to lose power due to EGT's.

This was pro4 at 26psi after slightly cooling.
Click to expand...

If its the car I am thinking of then it had je 9.25:1 82mm pistons and a std head gasket... A head skim won't give you 0.75 of a point of compression

<tuffty/>
 
JonnyDerv said:
It's probably more like 10:1 after head skimming etc. Compression isn't allowing much boost or timing, just getting turned to heat. I believe the further it went past 22psi it began to lose power due to EGT's.

This was pro4 at 26psi after slightly cooling.
Click to expand...
10:1? lmao... just how much do you think gets "skimmed" on a head skim. Not ****** 3mm thats for sure!

compression is a bs red herring thrown out there to excuse a power target not met on that particular engine... much mis-information revolving that one

Explain how many many other hybrids manage to achieve good power from stock compression... Please do.
 
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Interesting how you and Paul said pretty much the same thing and yet Paul did it in a much less arsey way lol.

I said head skimming etc and probably more. Im no expert, just from what Ive seen. Theres no obvious flow issues (other than a disintegrated turbo gasket),compression test has already shown its high, not that it translates to a compression ratio. boost and timing turning to heat, no obvious flow issues, my understanding of thermodynamics, more compression makes more heat, less boost and less timing can be used correct? Process of elimination, compression. Of course I guess if you had the time you could see if there are any flow issues you can see yourself with your expertise, although I think it might be going to Nicki in the new year.


Anyway thats where the results are at the moment, the one in France will likely be the first true results.
 
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Boost is just a number,

What where the maf readings? That will give you an idea if it's a setup issue or not..
 
JonnyDerv said:
Interesting how you and Paul said pretty much the same thing and yet Paul did it in a much less arsey way lol.

I said head skimming etc and probably more. Im no expert, just from what Ive seen. Theres no obvious flow issues (other than a disintegrated turbo gasket),compression test has already shown its high, not that it translates to a compression ratio. boost and timing turning to heat, no obvious flow issues, my understanding of thermodynamics, more compression makes more heat, less boost and less timing can be used correct? Process of elimination, compression. Of course I guess if you had the time you could see if there are any flow issues you can see yourself with your expertise, although I think it might be going to Nicki in the new year.


Anyway thats where the results are at the moment, the one in France will likely be the first true results.
Click to expand...

I've mapped many many hybrids, from many different suppliers.. and the "compression" arguement put forward just does'nt hold water.. It does not explain how/why other std compression engines on hybrids make power and work "ok", and work "well" in fact.. It sounds more of clutching at straws when there's something prohibiting it from achieving the target/hoped for power. There are so many other variables at play beyond focusing on a single component like a turbo. "Blaming" compression for an underwhelming outcome is nonsense where it does not explain why std 9.5:1 motors on hybrids have performed well. <<< Thats the point I am making.. and I know the source of said so called info....

Skimming the head is not the difference in bumping up was would have been a 9.2:1CR to 10:1, no chance.

What pi$$es me off is when this sort of nonsense gets bantered about so becomes "fact" where it is riddled with holes and is just an excuse on a single example.

As for whatever is being done in France it will have no UK relevance on a UK dyno the majority of folks can relate to I fear. Way way too many other unknowns I guarantee. Logs or its performance would assist folks seeing its true performance.. boost, afr's, logged airflows etc... It will be pretty impressive if it achieves its target output.

;)
 
beachbuggy said:
Boost is just a number,

What where the maf readings? That will give you an idea if it's a setup issue or not..
Click to expand...
indeed. and subject to maf accuracy and any applied corrections in map.
we both know maf output is an indication, but reality is power in excess of airflow is also common, particularly on "meth'd up cars"
 
does anyone remember back when this thread was about the tte 360?
 
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badger5 said:
nope. :p

One day they will have some results to post up for it I guess.
He should thanks folks for keeping the thread alive at all - lol
Click to expand...

this is true.
where is op with any results.
 
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badger5 said:
I've mapped many many hybrids, from many different suppliers.. and the "compression" arguement put forward just does'nt hold water.. It does not explain how/why other std compression engines on hybrids make power and work "ok", and work "well" in fact.. It sounds more of clutching at straws when there's something prohibiting it from achieving the target/hoped for power. There are so many other variables at play beyond focusing on a single component like a turbo. "Blaming" compression for an underwhelming outcome is nonsense where it does not explain why std 9.5:1 motors on hybrids have performed well. <<< Thats the point I am making.. and I know the source of said so called info....

Skimming the head is not the difference in bumping up was would have been a 9.2:1CR to 10:1, no chance.

What pi$$es me off is when this sort of nonsense gets bantered about so becomes "fact" where it is riddled with holes and is just an excuse on a single example.

As for whatever is being done in France it will have no UK relevance on a UK dyno the majority of folks can relate to I fear. Way way too many other unknowns I guarantee. Logs or its performance would assist folks seeing its true performance.. boost, afr's, logged airflows etc... It will be pretty impressive if it achieves its target output.

;)
Click to expand...

I didnt know of a compression issue if is one ? This is all new to me.. interested to know the source Bill as the owner not even told me that.

But regarding compression and im no expert, but not too long ago a motor spec'd tuffty (higher cr) with a TTE300 was mapped by RTECH and didnt do 300 as was suffering from knock if i recall correctly. I looked over the spec and recomended a CR drop gasket fitted (cheapest option). Work was carried out and car was retuned at rtech power went up by 35+hp and torque also.

From my collecting data/results for years with hybrids all best results have come from a lower CR. Now im not saying this is a rule or being arsey but sharing some info of what ive seen.

Back too the UK car in question the owner has been a little under stress due to a personal family issue from last time i spoke few weeks back. I dont want to go into details but i think car is last thing on his mind just now. Hope to share info soon
 
audi upgrades
TTE Si said:
Ok I was told you did hence why I asked to speak to you about to understand the config and reasons behind.
Click to expand...

My understanding is the spec came from Mark Brodie as he supplied the parts... its also my understanding that the pistons in question were JE's supplied by Integrated Engineering which for a std stoke engine (as per the build in question) are supplied in sizes from 81mm to 83mm and compression ratios of 8.5:1 or 9.25:1 neither of which are excessive compression ratios... I myself run 9.5:1 Carillo Pistons in my stroker at 30psi producing the right side of 400ftlbs torque...

Only reason I know as much as I do about the engine in question is because the customer messaged me on facebook... the only reason I can think of for why my name was dragged into it at all was most likely because I pulled Mark Brodie up on a post in a facebook group asking for the size of a standard bore as he was trying to supply a customer with pistons... I asked why you would want to replace pistons without a rebore as 1) the bores would be worn and std pistons are good enough for most applications anyway and 2) is using after market pistons you would need to check the bore spec as they expand more than OE pistons meaning the std bore isn't suitable anyway...

The context of the discussion was my stroker build and what I used...

I don't know anymore about this engine than that and based on the information to hand I strongly believe there was other issues with it as 9.25:1 (which I believe to be the comp ratio used) is less than most 1.8t's run as standard.

<tuffty/>
 
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