Post by
SCMASTER »
https://forums.nicoclub.com/scmaster-u43321.html
Thu Jul 13, 2006 3:48 am
Please oh Please huryy and finish these kits. For more than two years I have been looking for something to compliment the torque of the KA. I didn't want to turbo charge but that was my only choice until now. I don't care for high horsepower numbers. They mean squat to me. Now torque (Homer simpson style; mmmmmmmmmmmmmmmmmmmmmmm Torque) thats what I want. Yeah throttle response. I mean this is great I can't wai- oh oh oh oh............. gimme a sec i have to change my pants. like I was sayin PLEASE hurry I want more. gimme me more. thanx in advance
THESE KITS ARE AVAILABLE RIGHT NOW. WE ALWAYS TEST SYSTEMS ON THE DYNO TO EXTRACT EVERY POSSIBLE HP, AND THE DIFFERENCE BETWEEN WHAT YOU WOULD BUY NOW AND WHAT WE WILL EVENTUALLY HAVE ON OUR DYNO WILL BE A ONLY FEW HP DIFFERENCE. AS I SAID IN PREVIOUS POSTS, EXPECT AT LEAST 200/200 WITH THE SC, HEADERS, EXHAUST, AND 7-8 PSI.
please forgive my ignorance but what are the differences between the centrifugal and easton based sc's?? what are the pros and cons of both?
THE REASON WE MAKE BOTH CENTRIFUGAL AND EATON KITS IS TO COVER THE NEEDS OF DIFFERENT ENGINE/VEHICLE REQUIREMENTS. A CENTRIFUGAL BLOWER (LIKE A TURBO) SEES AN INCREASE IN BOOST AS RPM INCREASES, BUT IS A BIT MORE EFFICIENT THAN AN EATON. HOWEVER, AN EATON GIVES FULL BOOST IMMEDIATELY FROM OFF-IDLE RESULTING IN LOW RPM AND MID RPM POWER UNAVAILABLE FROM A CENTRIFUGAL DESIGN. THE KA24DE HAS LITTLE LOW RPM TORQUE, SO IT BENEFITS GREATLY FROM THE INSTANT RESPONSE. AN AUTO TRANS CAR WILL BE AMAZING WITH THE EATON. THE SOHC KA24 IS THE OPPOSITE. IT WAS ORIGINALLY A TRUCK ENGINE AND THE HEAD WAS DESIGNED FOR MAXIMUM TORQUE AT LOWER RPM, NOT HP. THE CENTRIFUGAL BDT WILL GIVE TREMEDOUS POWER INCREASES AT HIGHER RPM WHERE THE N.A. SOHC JUST FALLS ON IT'S FACE. I HAVE OWNED A NISSAN TRUCK KA24, AND IT COULD PULL A STUMP OUT OF THE GROUND, BUT AFTER 4K RPM IT WAS DEAD. SO THE BDT (BELT DRIVE TURBO) WILL REALLY COME ON AT 3K RPM TO GIVE INCREDIBLE HP AT THE TOP END. THE EATON IS 58% EFFICIENT OUT OF THE BOX. RACE PORTED THEY REACH 70% AE, AND THE BDT IS 78% AE. AE IS ADIABATIC EFFICIENCY, WHICH IS DETERMINED BY WHAT PERCENTAGE OF THE HP THAT TURNS THE BLOWER CREATES HEAT VERSUS HOW MUCH BOOST IT CREATES. ANY BLOWER THAT IS 50% AE SPENDS HALF OF THE CRANK POWER MAKING HEAT, AND THE OTHER MAKING USABLE BOOST. A UNIT THAT IS 75% EFFICIENT USES 25% TO CREATE HEAT, AND 75% TO MAKE USABLE BOOST. THIS MEANS A UNIT THAT IS 75% AE WILL USE MUCH LESS LESS CRANK HP TO TURN IT WHEN COMPARED TO A BLOWER OF 50% AE. TO FULLY UNDERSTAND THIS, WE USE THE FORMULA CFM X PSI / 229 / AE TO DETERMINE THE CRANK HP USED TO MAKE BOOST. LETS LOOK AT THE KA24DE MAKING 8 PSI. 350CFM X 8 / 229 /58 = 21 CRANK HP. NOW LETS LOOK AT THE SAME SETUP PORTED TO 70%AE. THAT IS 17HP. NOW LOOK AT A BDT @ 78%AE WHICH IS 15.7HP. WHILE IT IS NOT THAT MUCH DIFFERENCE, IT IS STILL FREE HP YOU GAIN FROM PORTING AN EATON. THEN THERE IS THE FORMULA FOR HP LOST TO HEAT, WHICH IS ABOUT 1HP PER 10 DEGREES.
Also I read in an earlier post that you were planning on adding additional injectors to handle the extra fuel. But you were also wanting to make the sc's alcohol injected. Where do u plan on puttin all the new injectors?? just curious about this because I love the idea of sc's but dont want to have to install an intercooler as well
MY PERSONAL FAVORITE WAY TO ADD FUEL IS ADDITIONAL INJECTORS. WHILE IT DOES NOT APPEAL TO EVERYONE, IT IS STILL A GREAT ALTERNATIVE TO LARGER INJECTORS AND A MODDED ECU. ONE EXTRA INJECTOR ON EACH RUNNER IS BEST, BUT A SINGLE INJECTOR PLACED BEFORE THE TBODY ON THE CAI PIPE ALSO WORKS. THE LATTER DESIGN IS USED BY TRD ON ALL THEIR DEALER INSTALLED EATON KITS AS OF LAST YEAR.
ALCOHOL INJECTION IS NOT ONLY FOR THE BENEFIT OF ADDING 140 OCTANE FUEL, BUT FOR EVAPORATIVE GASSEOUS INTERCOOLING AS WELL. WHEN ALCOHOL AND WATER ARE MIXED AT A 50-50 RATIO, THE FLASH POINT (TEMP ANY LIQUID STARTS TO EVAPORATE) OF ALCOHOL IS 32 DEGREES F, AND WATER IS 212 DEGREES F. THESE COMBINE TO GIVE A FLASH POINT OF OF 122 DEGREES. WHEN INJECTED AT HIGH PRESSURE AND FULLY ATOMIZED, THE W/A FLASHES THE MOMENT IT SEES 122 DEGREES. THIS OCCURS EITHER IN THE IC PIPES OF A TURBO OR BDT SETUP BEFORE THE MIX REACHES THE TBODY, OR AS SOON AS THE MIX ENTERS THE TBODY PLENUM JUST BEFORE THE ROTORS ON THE EATON. SEVERAL THINGS TAKE PLACE. THE ROTORS ARE COOLED AS WELL AS THE INTAKE MANIFOLD--SOMETIMES TO THE POINT WHEN ON A DYNO THE INTAKE MANIFOLD IS COLD TO THE TOUCH WHILE THE ENGINE IS SEEING 10+ PSI. USING THE FACT THAT COLDER/DENSER AIR MAKES MORE POWER, IT IS EASY TO SEE WHY W/A WORKS SO WELL. N20 FLASHES AT -20F, AND THAT INCREDIBLE COLD/DENSE AIR IS WHAT MAKES NITROUS SO EFFECTIVE. W/A USES THE SAME PRINCIPLE. THE SECOND BENEFIT IS THE COMBUSTION CHAMBER IS STEAM CLEANED SO WELL CARBON DEPOSITS LITERALLY MELT AWAY WITHIN A FEW WEEKS OF W/A BEING INSTALLED. THE THIRD BENEFIT IS FROM THE EXPANSION OF THE W/A MOLECULES WHEN THEY TURN TO VAPOR. THIS RAISES CYLIDER PRESSURES WHILE AT THE SAME TIME COOLING THE CYLINDER. BOTH ADD POWER.
