I have gone 10.7 with nitrous and hybrids on the cm fx400, I sell a lot of them, been running literally since the first units were available. I am not questioning the clutch.
I am questioning you asking about clutches in general to hold “600 crank” but wanting/dreaming/building/not building till Monday after coffee/buying 30k in parts that are often on back order and already getting them and changing it up for a jet engine and it all is maybe in a secret methanol bt car.
C’mon!
Fixed, What I posted earlier was incorrect.
regarding the exhaust gas volume of EtOH vs gasoline (I assumed octane) I looked at the chemistry briefly
EtOH: C2H5OH
octane: C8H18
C2H5OH + 3 O2 -> 2 CO2 + 3 H2O
C8H18 + 12.5 O2 -> 8 CO2 + 9 H2O
Look at the reactions on a 1 mol of O2 basis:
EtOH: 1 mol of O2 requires 0.33 mol of EtOH and produces 1.67 mol of exhaust gases
Octane: 1 mol of O2 requires 0.08 mol of Octane and produces 1.36 mol of exhaust gases
So the ethanol reaction produces more exhaust gas amount/mass per amount/mass of O2 reduced.
If you assumed the reactions released the same amount of heat then EtOH would produce more exhaust gas volume, but that’s quite the assumption. I’ll look into it a bit more as time permits.
One of the things with e85 to consider is that you won’t just have more volume after ignition but that it also continues to expand post burn and even as its pulsing through the manifold. It’s like a compound spool effect.
Normal fuels and race gases are hot post burn but there is no secondary expansion happening so it just is what it is, you have to go leaner for more heat and more spool.
Each method the spin up the turbo works and each has draw back, while ethanol burns really cool and keeps all engine components less heat stressed it also degrades oil, can rust injectors, can eat many oem and aftermarket parts and so on.
^interesting point, from my background the important thing for driving a turbine is enthalpy change of the driving fluid. So a relatively hot thin gas and a cooler thicker gas should have a similar output. So as an extension egts may not be as important without considering the exhaust pressure.
I looked at the heat of reactions and its interesting to note that per mass of O2 reacted etoh has a greater heat release, 464 kj/mol O2 vs 441 kJ/mol O2 for octane. I used the O2 basis because thats typically the constraint, how much air you can pump. So using ethanol actually should give you more power per mass of O2, but it requires 19.2 mL/mol O2 vs, 13.1 mL/mol O2 compared to octane… thats where it loses from a fuel economy standpoint.
New ic’s are in for this car. Waiting on a new silicone kit to arrive for the upper plumbing off the ic’s.
Looking at some bigger injectors as well.
We can keep ot going with this thread, I’ll start a 770’s in the 10’s when it happens with all the updates.
did he get evolution racewerks smics? What’s the tab on those?
Yep, some big ol’ er’s.
they retail for $1600 on the er website with all shrouds and couplers needed.
WOW…expensive.
I wonder if the blue 4.2 car in Lathrop will need intercooling…(since we’re going ot)
wouldn’t it be funny if a b7 went 130+ before a Tial car?
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some content has been moved to the War room.
Yes, they are quite expensive. I got mine during a black friday sale lol.
Can i get a link to this blue 4.2 that may or may not need intercooling?
It’s Dan@JHM’s Sprint Blue B7 RS4. They’re working on supercharging it. The blower is a fairly large Vortech (V3 I think?) and on the B6/7 S4 4.2, the engine can only handle about 425 whp, so this is a walk in the park for that blower thus it needs no intercooling.
The B7 Rs4 which already comes with forged internals appears to be able to handle much much more. 500 whp looks pretty safe (about a dozen or so 500 whp 4.2 FSI cars out there) …but nobody has blown one up yet so we don’t know. 600 whp? Who knows.
I just wondered if they were going to push the supercharger enough to get it into an (in)efficiency zone that will see the need to intercool. The supercharger is capable of about 1300 CFM, which is conservatively 700 WHP before parasitic losses from the blower itself.
That sounds like a blast
I guess it will be a race to see who can finish and get to the track first ;D
Sounds scary to me…last time I checked RS4 engines aren’t available online for $4000 lol.
They’re going to need one because in true JHM fashion they have a propensity to be the leader with these 4.2 cars, thus they’ll have to be the ones to determine the motor’s limits.
I really can’t wait to see what happens when these 770 cars get properly fixed up and tuned by someone other than EPL. Then an EPL 770 vs. non-EPL 770 1/4 mile times will be interesting. The EPL tuned cars haven’t really lit it up at the strip (K04, RS6, 605, 770)…so it will definitely be a neat experiment.
one day I will put a car on the dyno with the sole purpose of overpowering the motor. Must be a big mess to clean up, oily rollers and whatnot.
The wms guys did that before there was a wms. Lots and lots of nitrous. It went at 525 ish whp if I recall correctly.
I think on just bt the limit it really high because late tq onset. I have wanted to put a stocker in my car and pop it with progressive power gains on the dyno but hate to waste a good 2.7
How close is the motor in the RS4 to the V8 R8??
Aren’t the twin turbo V8 R8’s making north of 550awhp on the boosted setup in the R8’s? Has anyone figured out the limit of the fuel system yet? I would assume that will be next big challenge.