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[cranetruck]

I like to think that the intake manifold is cooled by the coolant. It certainly isn't heating it when starting at sub zero temps.

The part of the engine that's licensed is the combustion process. Patented in 1955 by Meurer and Seegelken of MAN (Mashinenfabrik Augsburg Nurnberg), Germany.
The fuel density compensator was patented in 1965 by engineers at Continental Aviation, when the engine was designed and built.

 

[DrFoster]

Ahhh continental engines.... I've flown hundreds of hours on them. One thing is for certain; they are vastly underpowered, built like brick shithouses, and rarely have a failure. That is partly because of the large displacement with very little power output I imagine. I believe my father's plane has a displacement of 550ci and it only squeezes 310 hp.

 

[ken]

Yea once the engine reaches operating temp. Any attempt to cool the charge air with a intercooler will be lost when the air inters the intake manifold. I have taken the temp of the compressor housing and discharge hose on my truck on a hot summer day. About 105 outside. The tube was running 128 deg. I used my laser heat gun. The coolant temp was 203 deg. The charge air is being heated before it enters the heads. I believe they intended these engines to work well under very cold temps. After all the main purpose was to be able to get across the soviet landscape even in the dead of winter. My truck will pull about 10psi under a heavy load. I do have the fuel rate turned up. I can't rember who, but a guy on this board posted his boost in the high teens when he put a K@N directly on the turbo intake. I'm suprised he didn't blow the heads off.

 

[CUMMINS]

why couldn't the coolant passages from the head be blocked off, they are easy to get to and it looks like a couple small pieces of flat steel could be made to take the coolant manifods place, that with an intercooler would drop air temps. I think a wastegated Holset HX-40 or Schwitzer S-300G would be a good turbo to try, maybe even an HX-35 from a Dodge, It will definatly push more air than a 1C turbo.

 

[cranetruck]

Interesting, but wouldn't the heat from the exhaust manifold/cylinder head cook the intake manifold?

 

[DrFoster]

I wouldn't mess with the cooling line in the intake. They are acting as a very indestructible intercooler of sorts. Even the stock turbo running 4psi or so is very hot air and the charge gets cooled by the water, even if it is 200 degrees. Look at the supercharged 3.8L v6 in an older 99-02 grand prix... the only real type of intercooler you can run is a liquid cooled unit that mounts below the paxton on top of the manifold. They work. They work GOOD, albeit not as efficient as a FMIC (or Front Mount Intercooler).

Doing rough math on my turbo software, the hot side charge is roughly 100 degrees C or about 210 degrees F. That doesn't include the heak soak from the turbo housing either. Let's say that only added 150 degrees, your intake temp is 360 degrees F!

That is why I am building my T04-B-V2 conversion for my truck with a FMIC. There is oly about a 1psi pressure loss over all of the piping, and much higher flow than stock. Adding a wastegate and a blow-off will null out compressor over-drive / spiking, and most especially lag. The Intercooler I will be using drops the temprature -73 Degrees C, which puts the Intake temp back at ony about 5 degrees over ambient.

I hope you can see how the cooled intake will help!

 

[DrFoster]

oops, I meant Eaton supercharger.

 

[spicergear]

ALL Detroit and GM two strokes are supercharged with blowers. They will absolutely not run otherwise. Singe and twin turbo upgrades are the way to make power above and beyond the baseline with two or four stroke applications. 3208's for example, four stroke normally aspirated (N/A) goes to 210hp, single turbo goes into the 325hp area and some marine twin turbo jobbies are up to 425hp. Nothing is less applicable then the old addage, "how fast can you afford to go?"

 

[DrFoster]

They call me Dr. Turbo Diesel.. lol.. Wouldn't that make a great song?

Anyhow, I can't seem to find my feeler post for the deuce turbo kit, and while I was looking I ran across this.

I think that Banks is a great engineering firm as far as design goes, but a lot of the products are second rate.
It reminds me of a b-rate porno. All knees, sweaty brows and boobies. There is no money shot in it and if you
had any expectations before you bought it, you'll soon be crushed...

HOWEVER, I'm using a banks WGA (Waste Gate Actuator) on the Turbo Deuce Kit. Some items are REALLY
overboard with the price and the quality, but as far as the WGA they have the quality is second to none. The
seals and parts are well built. I haven't seen a more accurate WGA for a Holset out there. Maybe it isn't a
Banks after all - just a sticker added to it?

 

[DrFoster]

ALL Detroit and GM two strokes are supercharged with blowers. They will absolutely not run otherwise. Singe and twin turbo upgrades are the way to make power above and beyond the baseline with two or four stroke applications. 3208's for example, four stroke normally aspirated (N/A) goes to 210hp, single turbo goes into the 325hp area and some marine twin turbo jobbies are up to 425hp. Nothing is less applicable then the old addage, "how fast can you afford to go?"

Isn't the 2-stroke's supercharger used to scavenge the cylinders better while the turbo provides the added compression overall?

I ran into a situation like that on a diesel locomotive. Just wondering.. I'm way off topic... erk.

 

[G744]

Model 465, in reality 478 cubes.

 

[DrFoster]

Model 465, in reality 478 cubes.

??? LOL