FastKat

iTrader: (10)

I've always been under the preception that heat is a big factor in driving a turbo... getting heat from the combustion chamber to the turbine as directly as possible while losing as little heat as possible was critical to making efficient power...

But looking at the success people are having with STS rear mounted turbos, I am wondering... how big of a factor is this heat?

Is it worth putting the turbo up front in the engine compartment... and ceramic coating the headers and hot pipes?

y2khawk

iTrader: (5)

Yes, very

sb427f-car

Harlan is right on this. the STS setups work well but if you notice, most of those turbos run smaller ARs to compensate for the slower velocity of exhaust @ that point in the system and the lower EGT by that point. Hotter gas moves faster and thus helps maintain efficency in the turbine. Don't get me wrong, there are some people that have the remote mounts figured out, but to make big power, up front still seems the more prefered method.

NoGo

iTrader: (2)

<------ Turbine Engineer

Absofuckinglutely. Inlet charge energy is the key to getting the most out of your turbo system. The higher the inlet temperature the higher the efficiency you will be able to obtain on your turbo. Higher efficiency means less parasitic loss and more power to your wheels

STS systems will work, but will run at a hampered turbo efficiency. You can get an STS to make what a front mount will, but it will take more boost, longer to spool, and you won't get the rated HP out of the turbo/compressor setup.

smokinHawk

iTrader: (48)

if your going to do a turbo system dont do it half-arsed, design it like it should be.

JZ 97 SS 1500

iTrader: (2)

Its is extremely important. This is the reason why you see alot of the STS setups taking a dive after peak #'s are reached. Since you are plauged with cooler gases, smaller tubing is needed to keep turbine velocity. This in turn eventually causes backpressure issues and thus turbine effciency suffers. Also compressor maps are useless for an STS setup. All turbos are tested under J1826 standards. Those standards require a minimum of inlet temps to be no less then 1100 F. Below that the compressor maps are void. On a conventional turbo header you will see 1400 deg EGT right at the header primary exiting the CC. It only takes ~48-52 inches of piping to drop that temp to 900...and yes we have already tested this. This is at standard temp and also depends on the material and coating if used.

Jose

FastKat

iTrader: (10)

Okay, glad to see an overwhelming response... I was kind of wondering if the efficiencies gained by having the turbo close to the engine in a hot environment outweighed having the compressor right there in the heat with it... and it looks like it does.

Any other tips on how to manage heat/temperatures on the hot side? ie coatings, positioning, anything?