Huh? What are we talking about? Big turbo's notoriously DROP air temps (if setup properly) since they're moving more air at a lower pressure.

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1993 190E 2.6 Sportline

Agree with Mag58 here

Are you trying to say big turbo cause power loss.

Have you ever even tryed one?

When I changed the turbo last summer I was suprised. It feels very fast, 630cc injectors had to spray as much they could in high rpm. Duty cycle 125%, lucky the transistors are still working. 2 little chargers didnt like rpm that much at all... And im sure there is couple of horses hiding behind the original ingnition coil. New engine has wasted spark coils built in.

Are you sure that turbo isn't just sucking the car forward?? haha.
What size turbo is that anyways?? Looks like it came off a semi....

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All it takes for evil to prevail is for good men to stand by and do nothing.

Too many people tip toe through life, never attempting or doing anything great, hoping to make it safely to death... Bob Proctor

'95 S320 LWB
'87 300SDL
'04 E500 wagon 4matic

What I'm interested is at what rpm does it reach full boost, bet its quite high in the rpm range. Looking at the video you posted, seems there was quite a lot of lag after the last gear change . BTW are you running megasquirt (looks like it in the picture) ?

amosfella, says it's a Garrett GT47 74,5/88 . Looking in the garrett sait this is a 700+ hp monster .

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190E 3.0-24v (M104 980) turbo @ 0.8 bar
1/4 mile: 2.483 / 13.540 / 175.17 km/h (street tires)

This one has same compressor dimencions:

http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT42/GT4202_731376_2.htm

Something like GT47 74,5/88 is right. To me and my friends GT47 was only a joke at first, because I have TA51 (called gt42 nowdays) also t6 flange which was planned to be installed. First test drive was sccess, so TA51 was never installed.

Lag is under 6000rpm in dyno and 5000rpm in street. Revlimiter makes the power area. Example:set to 7000 makes only 2000 power area, set to 8500 makes 3500 power area.

Last gear in the video felt like something is wrong (no power) an after 1 second head gasket came off. There were almost no smoke because in drag racing you have to drive whith pure coolant water (no glycol smoke). And the pistons were broken too.

New engine should be more agressive above 3500rpm so we well see (or not) the difference in lag. Inlet cam was also set in wrong way last summer, that was not helping the laggyness.

Yes im driving measquirt, old and reliable. Megasquirt unit was first made for my Ford sierra in 2005. Same unit is in my MB now. I have driven full street dragracing cup whith ny Ford. Sierra was 2litre OHC garrett GT40 Quarter mile went 12.358 192km/h.
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2000 - 3500 power area is good and for drag racing full boost at ~5000 rpm is not a problem, however I was thinking more about daily driving but that depends a lot on how you drive. 12.358 @ 192km/h is great, I hope to be able to break into the 12 sec. this year with my car but I'll first have to solve the traction issues.

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190E 3.0-24v (M104 980) turbo @ 0.8 bar
1/4 mile: 2.483 / 13.540 / 175.17 km/h (street tires)

Custom made rods are too expensive...

Does anyone know is there allready 138x24x48 in some engine..

Why 138mm? BMW Is 139. But a 2.8Motor is 148mm rods (149?) and 3.0/3.2's are 145. I have no idea rod length on the 3.6, but I'd like to. I've got a few ideas for rods, I'll throw them up here as soon as I get all the jazz sorted out.

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1993 190E 2.6 Sportline

I want 160hp(/nm) / cyl -rods. BMW can do this?

Why 138mm... those Saab pistons that I bought you see...

Why Saab? Because im impressed when 4cyl engines make 660hp. (660/4x6=990 .) Im more amaized when i heard normal saab assembly: 90mm troke + this heavy piston + 147 saab rod + 7500rpm.

Enough of saabs...



Hmm.. Wild idea:

http://www.import-racer.com/sku/CRS5428T3D

Needs adapters, 12pcs new bronce bushing to pistons whith automatic turning machine.

(Some kind of side guiders have to be machined to piston side enyway...)

Have someone tested this "piston bushing", is it bossible?
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Wow.....
Turbo lag in the youtube vids was wow too,how much usable power band do you have left?.

Would you have a dyno run graph of the twin turbo versus that massive single?

Cheers,
Paul

1.55 Compression Height? That's huge! Most motors are in the 1.2-1.3 range!

And Pagz, given the turbos have the same flow rate, an equal set of twins actually have MORE lag...
You also have to take into effect that he did not go through his entire rev range. He said he had a missfire limiting his rpm potential.

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1993 190E 2.6 Sportline

Hey!,
Im just curious as to how the torque looked on each setup!
Hmmm,so why do manufacturers use twin over a single?(surely single is cheaper?)

What sort of rpm are we hoping to see from the 104?

Cheers,
Paul

Basically from what I gather, the idea on twin turbo (parallel, non sequential) setups on cars that aren't in V form (at that point it's more of a packaging convenience, one under each bank) is that the mfg's are attempting to get the turbos to react more like a normally aspirated engine. They are smaller and less efficient (as a general rule, smaller turbos are less efficient than big turbos), but can drop boost/alter RPM's more quickly (due to a smaller compressor) meaning that the engine will handle just like a bigger NA motor. This argument goes out the window on big tt setups like knysi's. The mass of the rotating parts is actually greater on the TT setups, each turbo only receives half the exhaust gasses, and the efficiency of each turbo is less. The net result is that they may have a higher gross flow rate but they will spool later, and provide a much less linear spool (i.e. more of a <500rpm light switch than a 1000ish RPM ramp up)

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1993 190E 2.6 Sportline

Mag58 calculated about right. There is huge piston ring support area in saab piston.

I finally got piston pins. 5mm too long, but should be no broblem to machine those.

Those toyota rods I mentioned, they may be suitable press-fitted to saab pin. I tell you more about this after little studying.
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