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SPI Performance (2000-2004) The place to chat about any 2.0L Split Port Injection engine performance, tuning and exhaust related upgrades.

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Old 09-03-2005, 11:08 PM   #31
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I really don't think, unless you are doing an insane buildup, that it'd be necessary to do a twin charger of any sort.

Nearly any turbo WORTH putting on the SPI is going to have a fast enough spool rate for the average tuner, I think. Mine starts boosting shortly after 2000 RPMs. The idea of a SC/TC is that while the TC is spooling, the SC is boosting already. Kind of like "boost to tide you over" until the turbo kicks in. When twin or dual charging, if both units run at the same time, you still only end up with the same amount of boost as if you had one charger w/ double the boost.

Now a supercharger STARTS boosting immediately, but doesn't reach full boost until redline. So if I have a 6000 RPM redline and plan on 8 psi boost via SC, it is a linear growth in boost as you approach redline. Therefore, at 3000 RPMs, you'd be at 4 PSI.

Therefore, if you have a turbocharger that spools from a LATE 3000 RPMs, and a supercharger that'll max out at 8 psi, your supercharger will only hit 4 psi before your turbo kicks in (because it is common in dual charging units to have a bypass- once the turbo is spooled, remaining boost from SC is vented out). Then your turbo will spool up to 8 psi.

I think on large motors w/ fat turbos and high redlines, this is good stuff. But for an average guy, I think it's crazy talk unless done for originality. If you are to get a turbo that boosts at approximately 2000 RPMs and is maxed by 3000 RPMs, you've just maximized your horsepower efficiency.

And it'd be hard to fit all the stuff in the engine bay.
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Old 09-03-2005, 11:09 PM   #32
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just for some pointers..unless your puttin 15+psi of boost , low compression pistons wont do anything...low compression doesnt allow for more boost, it just maximizes your hp/tq gains from the boost
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Old 09-03-2005, 11:13 PM   #33
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Quote:
Originally posted by fokuzx3
....low compression doesnt allow for more boost....
Are you kidding me??? The whole reason behind lower compression is to allow for more boost, and to reduce the chance for deto at the higher boost levels, and in return is the higher whp and tq #'s.

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Old 09-03-2005, 11:14 PM   #34
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I thought under low compression, you had to up the boost to get the same horsepower levels, but it was a bit safer...
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Old 09-03-2005, 11:17 PM   #35
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yea i saw that on the page josh gave me, so then can you recommend any turbos that spool at 2000 rpm tin?
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Old 09-03-2005, 11:17 PM   #36
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Quote:
Originally posted by tin_maddog
I thought under low compression, you had to up the boost to get the same horsepower levels, but it was a bit safer...
yes in order to hit higher numbers, more boost is required, but depending on your turbo, how it flows, its optimal range, ect.. will determin what boost levels it should run at.

But generally if you want to run more boost, reduce the chance of deto, and still hit the #'s you want, lower compression is always desired.

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Old 09-03-2005, 11:22 PM   #37
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see i was reading the the escort page you sent josh, and it basically layed out that you up the boost but lower to compression to keep it safe your still gonna achieve the same numbers
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Old 09-03-2005, 11:33 PM   #38
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well yes and no you'll do the same numbers, if you look at that link and scroll down a bit you will see a post done by a guy names jeffescortlx (he's my hero when it comes to the SPI) anyways he hit 212whp/262ftlbs of torque with a 1.9l SPI hybrid motor (they talk about it in that link) he was never able to his those numbers with a stock 2.0l SPI motor, by lowering the compression with doing the hybrid motor and upping the boost he was able to hit those numbers.

Also for your questions about what is a good turbo, depending on the trim as I said before a T3/T4 hybrid turbo would be a great turbo to work with. I've seen a zx3 with a fully built engine hit 320ftlbs of toruqe @4500 rpms and 30+ psi, I say 30+ becuase we dont know as the boost gauge pegged out on the dyno that day :)

He was also running a severly bad tune as the tuner normally does Diablo Sport tunes and he was running an SCT setup, he was also doing a Suck through MAF setup and was venting his BOV to the atmosphere which was causing him to have sevear ideling issues, and finally his oil return line off of his turbo was tapped to low in the oil pan which was causing the oil to back up, over heating his turbo, he basicly got a great setup but a screwed up install, he finally blew his seals on his turbo and so we took the setup off and put a race header on until he can get his turbo rebuilt.

really in all honesty turboing isnt that bad but just as that link says (the EFOA one) the first rule to boosting is make sure you've got tuning taken care of, if you dont have that done then your going to screw yourself in the end, acutally you might not but its highly recomended to get tuning done right away.

- Josh
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Old 09-03-2005, 11:54 PM   #39
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T3 is turbonetics right? and what are good ways to lower compression?
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Old 09-03-2005, 11:59 PM   #40
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three ways to lower compression:

1.) new forged rods and pistions, using lower compression "cupped" pistions

2.) using a thicker copper head gasket

3.) doing the infamous "hemi" mod, you will find out more about the hemi mod on the escort forum, basicly when the SPI engine came over from eruope more material was added to the head in the combustion area for emissions reasons, you can get the "extra" materal machined out, which rounds out the head's combustion chamber, and in return makes it out to be a hemispherical chamber hence the reason we call it the hemi mod.

any combination of those three can be used, heck all three of them can be done, the two cheapest ones would be the copper gasket and the hemi mod.

- Josh
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