Slant 6 Turbo 68Dart Project
Bill, here's what I meant by that...
That is an interesting graphic presentation, for sure, Makes me see the necessity of having an onboard pressure gauge installed on the exhaust side as well as a boost gauge.
But, due to my thick-headed, muddled thinking, even as well as the reasons were presented, I still cannot see how the lessened pressure-differential, changing from turbo to supercharging, is going to affect flow out the exhaust valve, during overlap. I understand how it would reduce reversion, as less exhaust pressure would cause less exhaust gas making its way back up the intake port, (with some boost there to stop it,) but how does that affect gas flowing out the exhaust valve while it's still open (on overlap)? That exhaust port doesn't know kind of gas that is, going out.
Duttweiler said, "“When you spread the lobe-separation angle way out, the engine gets lazy. As an example of a good V6 engine, Duttweiler says he built a V6 turbo Buick with a 215-degree-at-0.050 intake lobe camshaft that made 900 lb-ft of torque and 580 hp and idled at 16 inches of manifold vacuum."
Not one word in that statenent, about lobe separtion angle.... Go figure.
Nowhere did I find any explanation of the benefits of having at least, some overlap in a turbocharged engine as opposed to none... so, I remain ignorant on that subject. :banghead: They implied that, but never actually said it.
I also would like to get some knowledgable person's opinion about whether this turbo I have in my possession, is well-suited to my individual engine, or needs to be replaced, due to mismatches in its size, and, or, flow map descriptions of design inadequacies.
I will try to get some information as to what it is, beyond a 66mm Turbonetics with a 4-bolt flange. I know tha'ts not much to go on... How can I identify it further?
Any info will ne appreciated.
And, thanks a lot for your interest! Gerry at the G-pop shop in Springdale, Arkansas, looked at it (the turbo,) and said it was okay, but I dunno...