IC piping size debackle....
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IC piping size debackle.... Hey guys... i heard from a bunch of turbo guru's over on TampaRacing, a site i have frequented for 3 years now..... and they were saying it is better on cars with smaller engines and even guys with 240's that are turbo'd, that it is better and more efficient for one to run Smaller piping on teh Hot side of the IC, and then the larger piping on the COld side of the IC???? is this true to you all too??? I am def running 2.5" pipe on the Cold side right now up to the TB, but should i use 2" on the Hot side as they suggest??? or stay with the 2.5" on the hotside??? thanks guys!!!!
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That's BS.
Run the same size throughout. There's no benefit to running bigger anywhere, because you will always be restricted by your smallest pipe.
Also think of it this way... colder air is denser. Letting it expand makes it warmer. So larger pipes will let the air soak up heat from the engine bay more easily.
Run the same size throughout. There's no benefit to running bigger anywhere, because you will always be restricted by your smallest pipe.
Also think of it this way... colder air is denser. Letting it expand makes it warmer. So larger pipes will let the air soak up heat from the engine bay more easily.
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Rep Power: 0 no offense though bro... how many turbo projects have you worked on???? i was hoping somebody had experience as a pipe builder or worked hands on with custom turbo builders before... but i will take ur opinion into consideration thanks!!!
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Well he's def right though. He knows more than most the members on this site so take his info down...
A smaller but equal diameter throughout will result in minimal back pressue as well as a colder charge hitting the TB. Dezod's kit is lookin to use 2" instead of SF's 2.5. I will be switching to it so let's see how big of a diff this will make.
A smaller but equal diameter throughout will result in minimal back pressue as well as a colder charge hitting the TB. Dezod's kit is lookin to use 2" instead of SF's 2.5. I will be switching to it so let's see how big of a diff this will make.
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Originally Posted by REDchirp
no offense though bro... how many turbo projects have you worked on???? i was hoping somebody had experience as a pipe builder or worked hands on with custom turbo builders before... but i will take ur opinion into consideration thanks!!!
what does this look like, a bunch of people with full blown machine shops and welders and pipe benders. NO. so when someone replys to ur question, with the RIGHT answer, dont ask questions like how many turbos u worked on, maybe if u looked a lil closer ud see that he was already turboed, like my self. and obviously he knew enough to reply.
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Rep Power: 0 whoa whoa whoa killa... i knew he was turbo'd and was also one of the first members on this site turbo'd doesn't mean he is the turbo god and since he was the first to reply the subject at hand was done... and now that madwheel has replied it's a lil better to have smaller piping throughout that would be a lil diff than RiceBurner's response now wouldn't it???? i was just looking for multiple opinions on the subject....
lemme ask you this since you decided to come on all hard like you are god or something... would you ask a question and take the first answer you got from any given person and take it as the 100% most accurate response??? don't even fu.cking kid any of us by saying yes, cause then ur just plain stupid... so chill out... i was just trying to see what was up and how long he'd been workin wit piping and stuff and other turbo projects....
lemme ask you this since you decided to come on all hard like you are god or something... would you ask a question and take the first answer you got from any given person and take it as the 100% most accurate response??? don't even fu.cking kid any of us by saying yes, cause then ur just plain stupid... so chill out... i was just trying to see what was up and how long he'd been workin wit piping and stuff and other turbo projects....
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Originally Posted by REDchirp
no offense though bro... how many turbo projects have you worked on????
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Rep Power: 0 I've been working on turbocharged vehicles for 6 years now, everything ranging from Honda's to Porsche 951's to Supras. I've also worked with some of the smartest people in the game, namely Kenny Tran, Bob Norwood, and Larry from Endyn.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
Originally Posted by RiceBurnrEX
I've been working on turbocharged vehicles for 6 years now, everything ranging from Honda's to Porsche 951's to Supras. I've also worked with some of the smartest people in the game, namely Kenny Tran, Bob Norwood, and Larry from Endyn.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
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Rep Power: 0 I haven't followed his 7thgen project that much just because i know he was one of the first ones to be turbo'd and had his car for the most part done up to it's current state before i had any interest in turboing my car.... Thank you Riceburner i now know that you are VERY credible guy, esp. with those kind of credentials...
and Kevin, c'mon man cut me some slack, i didn't mean to come off like i have an attitude it's just that whole E-writing thing, sometimes makes things sound worse than they would going outta my mouth, but kevin, do you have pics of your setup with your front bumper off and a good IC shot??? thanks man... we both have the side endtanks and wanted to see how you routed ur piping... thanks!!!
and Kevin, c'mon man cut me some slack, i didn't mean to come off like i have an attitude it's just that whole E-writing thing, sometimes makes things sound worse than they would going outta my mouth, but kevin, do you have pics of your setup with your front bumper off and a good IC shot??? thanks man... we both have the side endtanks and wanted to see how you routed ur piping... thanks!!!
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Originally Posted by RiceBurnrEX
I've been working on turbocharged vehicles for 6 years now, everything ranging from Honda's to Porsche 951's to Supras. I've also worked with some of the smartest people in the game, namely Kenny Tran, Bob Norwood, and Larry from Endyn.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
I don't know everything, but what I say, I know. It's when I don't say anything that I don't know the answer.
Now for a further answer to your question.. Larry at Endyn and Lindsey Racing (Porsche guys here in OKC) have both experimented with using charge pipe that slowly contracts diameter as it goes from the turbo to the throttle body. Like starting at 3" and contracting to 2.5" at the throttle body. They did gain PSI, but lost overall CFM. And just for other people reading this, PSI has nothing to do with true power. PSI is a measure of resistance to forcing air into an engine. CFM (cubic feet of air per minute) is the best way to truly measure boost, and CFM is why a larger turbo producing 6psi will yield more horsepower than a smaller turbo producing 6psi.
On a side note, exhausts doing the exact opposite, gaining diameter as it gets further away from the motor, does seem to help. Remember, we're only talking about starting at 2" at the collector and going to 2.5" or 3" by the end of the exhaust system, but it did make some small gains. Astronomical manufacturing costs though. The gains were not worth the cost, even to most hard core race teams.
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From: Brooklyn Park, Minnesota, US
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Do you guys know what the deal is with silicone intercooler hoses as opposed to aluminum? (Like pro's/con's)
I see them all of the time on ebay and I was wondering if anybody has had experience with them?
I see them all of the time on ebay and I was wondering if anybody has had experience with them?
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and Riceburner... wouldn't larger piping off the turbo going down to smaller closer to the TB cause a bottleneck? and cause massive compressor surge??? thanks
and Riceburner... wouldn't larger piping off the turbo going down to smaller closer to the TB cause a bottleneck? and cause massive compressor surge??? thanks
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Originally Posted by REDchirp
make ur own topic....
and Riceburner... wouldn't larger piping off the turbo going down to smaller closer to the TB cause a bottleneck? and cause massive compressor surge??? thanks
and Riceburner... wouldn't larger piping off the turbo going down to smaller closer to the TB cause a bottleneck? and cause massive compressor surge??? thanks
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Rep Power: 0 but my question is... wouldn't one think that it would cause more of a problem and cause compressor surge and lose power, by going from a larger hot pipe to a smaller Cold pipe???
wouldn't running a smaller hot pipe to a larger hot pipe be more efficient? or would running all the same size be more efficient than that??? all i know is all the high powered older civics in my area and the 240 are using smaller hot pipes and larger cold pipes... lemme know ur thoughts on this... thanks
wouldn't running a smaller hot pipe to a larger hot pipe be more efficient? or would running all the same size be more efficient than that??? all i know is all the high powered older civics in my area and the 240 are using smaller hot pipes and larger cold pipes... lemme know ur thoughts on this... thanks
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Rep Power: 0 The problem is that you're letting the air expand from one hot tube to the larger hot tube. This expansion is where you allow the air in the charge pipe to soak up more heat from the pipe, which is hot because it's in the engine bay. If the air stays packed, it will absorb less heat from the pipes.
Edit: I just thought of a reason they might be doing this... space limitations. Depending on which radiator/intercooler you have and if you still have a/c, there can be a lot of problems fitting the pipe from the turbo to the intercooler on some cars... That's the only reason I can think of do run different sized piping like that.
Edit: I just thought of a reason they might be doing this... space limitations. Depending on which radiator/intercooler you have and if you still have a/c, there can be a lot of problems fitting the pipe from the turbo to the intercooler on some cars... That's the only reason I can think of do run different sized piping like that.
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