You cannot tell one bit that it has a turbo, except her's does use premium fuel. There's no turbo lag to it, if you didn't know any better, you would just think it has a v6 in it.
It only has about 90,000 miles on it, but so far it has not been in the shop at all. My long term experience with a turbo is in my wife's lexus Nx. I've driven an ecoboost and I will say, it is impressive, it was a test drive so I didn't get to pull with it, but everyone that does pull with one say they pull so much better than a v8 due to the torque being so low. In my experience, most people that don't want anything to do with a tt quickly change their mind the first time they drive one. I'm really curious if any of you that are complaining about the ttv6 have actually driven a new turbo engine. I do agree the factory camshafts simply aren't big enough, and I don't think any other cam on the market is either.Can someone that is complaining about the twin turbo v6 explain why turbo longevity is rarely if ever brought up when we are talking about diesels? Or we will sit here and complain about the complexity of this new engine, but then wish for a diesel which has become just as complex are now full of issues due to exhaust systems? Perhaps we should discuss details on these to lessen the burden of the time factor. I am also going through the notions of getting cams built in the coming months. I know what the factory heads flow and although they are decent stock, the CNC porting I am having done to my heads increases it to right around 20 percent more with OEM sized valves and 26 percent with oversized which in terms of HP is quite significant when you have two heads With the combustion chamber re-work if you are running 93 octane I would see no problem doing a 13:1 compression build and have it be moderately aggressively tuned.
$.Īs to compression ratios, I think 12.0-12.5:1 is the most I'd run, but I would be on EMS before trying it. For the ultimately in fastener strength, A1 is > ARP's 2000 line, but is also $$$ vs. The cost-benefit ratio on these processes is not great, but if you're looking for every last bit of power and durability, this is where the money goes.Īs to the block itself, once again, depending on needs, you could install oil squirters, as well as re-work the oil return passages. Thermal coatings (like Swain-Tech, Cerakote, etc.), metal surface finishes (WPC), and other (DLC coatings) are all shown to make about 1-2% more power. From there I will have custom camshafts made that will give me the most lift and duration possible without my valves kissing my pistons or each other. Once my heads go onto my car, I will determine maximum piston-to-valve and valve-to-valve clearance. Stock, valve job, bowl blend, +1 intake valve, combustion chamber work, +2 intake valve, full port. I have a lot of good data that I'm not ready to share yet, but I recently had a set of heads go through a bunch of flow testing. Meaning, they will flow enough for 90% of the applications out there. The heads, in stock configuration, are already "big boy" heads. The biggest limiting factor to NA power on the NSX engine is the camshaft profile. It depends on how "streetable" they want to be.
0 kommentar(er)
