jagman

I prefer to look at it in terms of volume or specific volume ,related to pressure and temp rather than velocity , look at the problem in thermodynamic terms rather than usual airflow terms in automotive -heat loss to the manifold is to be minimised = internal coatings As an example; in jet engines the combustion chamber is ceramic coated in something called codep, this protects the chamber from melting and cracks , they also use cooling holes which have cooling air around 700 degrees passed in them , yep the cooling air is 700 degrees!! the coating is on the inside not the outside , they also want to preserve the heat as its promptly fed into the turbine to create the kinetic energy and save fuel with the highest possible temp in the turbine . the codep does come off and passes through the turbine without damage ,but leaves the chamber open to failure due heat -you really dont want that -lol

Take the senario into perfects ; the ceramic thermal insulator is perfect -total heat absorbtion is zero ,not one molecule is vibrated , it is a perfect barrier thermally , the hot gas in the pipe cannot exchage any heat, you can grab the manifold with your hand = all heat is kept in the ex gas coating again is perfect but on the outside of the pipe now = again you can hold the pipe with your hand But the pipe being conductive metal you have heated it to cherry red hot under the coating , to heat the manifold metal took energy ,vibrating the metals molecules where did this energy come from = the ex gas enough energy to heat metal to red hot temp ,thats lots!! coating the inner reduces losses to metal ,coating the outer reduces the losses to air from the metal - how much depends on the efficiency of the coating its K value whatever the coating would probably be better than metal as metal is one of the best heat conductors you can get The manifold is bolted to both head and turbo so also conducts heat to and from these too Of course anything that raises the temp of the pipe will be more crack prone an exhaust pipe is a different scenario as you have a much longer pipe and more heat is lost along its path so the air within gets cooler and denser but its still about conserving the heat rather than adding to it by higher pipe temp The cool down relative times coated uncoated needs more thought as it could be that the heat is transfered to the turbo/head rather than air

Radiation transfer of heat is not really applicable here , it is conduction and convection , heat moves hot to cold and given enough time and conductive materials reaches equilibrium the heat /energy source is the combustion chamber gasses , these being real hot and full of energy and a large mass of them come into contact with the manifold pipe this transfers heat easily as the pipe is metal ,given enough time the pipe reaches the equilibrium with the gas temp , but as the pipe is conductive(metal) it heats easily , the pipe convects heat to the surrounding air , solid to gas heat transfer, the air is not as good a conductor as the metal its rate of heat exchange is far slower - a large mass of air and small mass of hot metal difference in temperatures also affect the rate at which heat is transferred If the outer of the turbo manifold is coated then you reduce the rate at which heat is convected to the surrounding air and the pipe gets hotter , closer to the exhaust gas temp - the manifold gets to cherry red without any coating under high loads trying reverse this by using the hot pipe to heat the exhaust gas - the mass of exhaust gas is still quite large and it has some temperature already even at lower power and load (less differential) and the mass of the pipe is not that large ,also a short pipe (not like an exhaust for example) and heating a less conductive medium this affects the time required to transfer heat from metal pipe back to ex gas - any gain from exterior coating would only be the rise in pipe temp versus uncoated and how much would this be ? interior coating of the pipe reduces the rate of heat from ex gas to the conductive pipe putting a barrier to the highly conductive metal -less heat transfer to the pipe must mean more heat remains in the gas stream , the pipe temp would be reduced relative to uncoated . if then it is further externally coated then even less convected heat to the surrounding air must result We need a vote -lol internal , external or both or neither

Any coating must be internal to have effect - turbo wise

Also some scams where you get a super low quote , then they try to get you to have the engine fitted by them ,offering 5 year warranty if they fit or discounted fitting or free mars bars for life etc - then once they have your car they up the quote ,maybe double or add thousands , under it needed X,Y,Z PARTS , or the head was gone ,or ..... then they charge 10 pounds a day for parking,threaten to scrap your car if you do not pay up instantly ....and to cap it all the recon is Sh1t Ebay is now a gathering place for every pikey,hookey,scumbag,con artist known to man and growing by the day ,an option of last resort ..second thoughts , no not an option at all

If the goal was to keep the exhaust gas hotter then the inside of the pipe would be coated , IF spool was improved by higher inlet turbine temps (due soley by the improved reduction in heat loss by conduction) then it could also cause longevity problems with the turbine at fully spooled conditions and possibly have a negative effect on the wastegate . Very expensive way of protecting surrounding components from heat Almost no info is available on turbine effects from the manufacturer and indeed turbo manufacturers

From the initial question it was radar that shaped the future of tactical implications right up to current stealth technology

Before you even get to bearings and rings - that engine needs to be cleaner than a clean thing on cleaning month by a guy with OCD for cleaning ! Send for hot tank clean

Check out Radar and its early use for the B of B

Nice car , rarer than a Cornish motorway !

Horses for courses ,you dont state your intented use just 800 bhp ? Dude and I would differ in thought . Toyota were pioneers in the process of mass produced powder forged rods in the early eighties , they did an immense amount of R + D and made in house , everyone else had to play catch up !! Even today I doubt that Toyota release even a tenth of the R and D that they have , who knows the exact composition of the stock rods ,or stress analysis BUT given a 18 year old engine with poor regular maintenance , furred waterways, unknown oilways , maybe overheated a few times , and the rods with tens of millions of cycles , on high time bearings THEN people strap on the mother of all turbos and bang out 600 bhp with elevated red line - By all things engineering the engines should let go , transforming into a bucket of metal - they dont !!!! Now consider a factory fresh engine , zero time , and you cater for excess water /oil heat and add balance and detonation protection and rod bolts - much labour cost saving drop it in (one day ) - seems fair to me unless there is a good deal such as Dudes ready done If Racing, go Titanium and spend the coin with a racing specialist

Tough call , I dont think there is much data other than anecdotal

I have one of these if you still need one

got one of them spare

will be fine and eliminate the need for open throttle fuel addition

There is an often-overlooked advantage which supercharging can provide - preheating of the air charge in off-boost conditions to obtain significant emission and economy benefits during warm up and cruise. It is fortuitous that this takes place automatically because the losses from pumping against a vacuum appear as heat in a smaller volume of air which therefore becomes much hotter. Even a screw compressor can deliver air at around 150 C when off-boost. However, the effect does need to be controlled by some sort of by-pass or the pumping losses within the supercharger can outweigh the gains. Another drawback is that when the throttle is suddenly opened after a short period at light throttle the boosted charge is initially heated up as it extracts the latent heat that has built up in the system. This can give rise to a brief period of detonation - usually harmless but still undesirable. The same effect explains why supercharged engines often require minimal temporary fuel enrichment as the throttle is opened. For highly boosted engines it can be better, not only to employ a bypass system, but also to place the throttle after the supercharger so there is no heat build up off-boost. A throttled supercharger on a racing engine, in the light load, high revving, condition during the seconds before the start of a race, can heat up nearly to the point of seizure, so as the car gets off the line both the blower and the engine (as the excess heat dissipates into the system) are under extreme stresses that do not apply at other times. Reliability is much improved with a bypass and throttling after the supercharger.

Rising fuel prices will drive down the prices of such cars , could be £1.75 a litre by summer according to the RAC , a 1 p a litre drop in April wont help much !! high insurance wont help either - they are great cars and a bonus that the kids cant afford them, so well cared for

£100 sound sensible ?

calipers upside down?

I think that would be its dynamic compression ratio ,calc that and it would give a max boost possible , providing the heat generated can be dealt with by the various parts

At one time headlights were sealed beam and I suspect less moisture ingress and better filament wire were used , it was rare to replace them unless stone damaged or the reflector coating came off , also just post war around 90% of blokes fixed their own car ,now its nearer 10% , at the same time if you asked a bloke if he could type 30 years ago you would either get a strange look or a slap !! now its the reverse HID bulbe allegedly last 3000 hrs + , but normal H4 type would be way lower than that . Years ago blokes had time to fix the car, but now a combination of "no time" and little ability with the added extra of female drivers in abundance some of whom would struggle to open the bonnet - I have seen some women trying to top up the windscreen washer bottle at the motorway services ,and actually filling the brake reservoir I bet the AA recovery men have a huge amount of headshaking stories !!

To a point yes , and certainly answer some questions re charge cooling as an alternative and water and oil cooling needs . Most people are only interested in bhp and torque as a final number. Hopefully establish some det limits which will be useful and some boost limits too . The next set of data will be interesting for anyone thinking of charge cooling

A bit of an update: Some great work carried out at AFR ! Some more good baseline data has been obtained , using thermocouples installed , various temps have been logged and in the first part these can be used to compare with the charge cooler now fitted in series with the fmic . Then the fmic can be removed and more data collected . Using discharge temp from compressor also means that I have calculated the turbo efficiency at the current boost ( just under 70% ) this now can be used to calculate the efficiency gain once the pre comp water meth is used and shows the turbo to be in good order . Also fmic data has been logged , it worked well ! Now more radical things can be done and deltas recorded

And so the slippery slope gets steeper !!- Its like trying to eat just 1 peanut -lol

Great project , nice looking car ! If you want to punch up the power I have a supercharger as a straight bolt on available , it works well !!!