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Posted: 8/22/2024 4:06:34 PM EST
[#1]
The major change between N/A and Turbos is the oil management and where oil gets used for major cooling. A turbo needs piston bottom oil cooled your burn a hole in it over time. In general turbos have higher oil flow rates to get heat away from critical points. Water cooling is also beefed up but not as important as oil cooling.
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Posted: 8/22/2024 4:11:36 PM EST
[#2]
Quote HistoryQuoted: 109 turbo cranks were filleted iirc, otherwise same as na. I haven't run a stock crank in forever, all forged roller, billet caps and a girdle on the ol 3.8, er 4.1ish stroker. Correct |
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Posted: 8/22/2024 4:13:07 PM EST
[#3]
Quote HistoryQuoted: Pontiac put a turbo on the 301 V8 that already had a lightened crank. Guess the results. 1979 Trans Am. 80/81 79 was still gtg. |
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Posted: 8/22/2024 4:17:24 PM EST
[#4]
Quote HistoryQuoted: Quote HistoryQuoted: Quoted: Depends on the Ford https://www.ar15.com/media/mediaFiles/14291/IMG_0707_jpeg-3301549.JPG Cossie's semi production so not quite fair. But the trick is the intersection of dev resources, program goals and product price point/total cost per unit. It's easy to make a million dollar super car's engine. Make one for a $50k, or $25k vehicle. Compare Ford Europes offerings with the Lima Turbo. It's easier when the cost acceptance point of your buyer is higher. Let's set aside my fav Cosworth. The two acknowledged kings are -t urbo's JZ and RB. Specifically thr 2JZ-FTE and the RB26DETT. Efforts from the late 80s that I'm not sure anyone would call non-durable. We can also get into what Toyota did specially for the TA64 rally efforts - the homologation examples of the 4T-GTE over NA T engine lines. The TRD 396 Evos show what can be done as well, but that's a works effort, not semi-production once again. Racing prgtemamsdorn slays have the same QRD components as prod anyway  COSWORTH?! Holy poop! Whats it in? Numbers? Many Fords rally specials (WRC production homologation models) had Cosworth lumps. RS 200 BDT. Not just Boreham (Ford Rally Works) builds, Genk (tho Tickford did the conversions) then Karmann production too. YBD, YBG, YBJ, Sierra RS, Cosworth Escort YBT and YBP. You also had FBA and FBC V6. There was quite a bit of Cosworth that got put in.  Attached FileEngines in an early Cossie Escort, (which was just a Sierra drivetrain with Escort panels fitted), with the early homologation spec Big Turbo. 200 ponies factory. Different era.mWasnt the best road car but in boil it was fun. More about balance and controllability than raw power anyway. During the time pictured it was only slightly modified. Changed later, Race trims were short of 400. You can tell YBT since Bluetop - like Toyota 4A-GE the tops tell a story. YBP - red, Sierra - Green. |
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Posted: 8/22/2024 4:23:26 PM EST
[#5]
Quote HistoryQuoted: turbo's have been on diesels for how long....  Attached FileEven on proven diesel engines it doesn't always work out well. This was primarily caused by changes due to Euro 4 adoption. It got fixed. KD is still produced by TIC and used in some commercials in developing markets. Like HiAce in Malaysia where it's considered a very good engine still. |
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Posted: 8/22/2024 4:26:51 PM EST
[#6]
Back in the day when turbos were first showing up on factory cars it would have been more common to see manufacturers simply slap a turbo on what was meant to be an NA engine and send it. Because all they had were NA engines and they were in a rush to put out something turbocharged to keep up with the market. Now, several decades later, they've all had plenty of time to design turbo engines so it's safe to assume if it comes with a turbo from the factory, it was designed with the turbo in mind. Might not be WELL designed, but the turbo was considered.
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Posted: 8/22/2024 4:36:03 PM EST
[#7]
I used to build closed plenum turbo charged Porsche engines with individual throttle bodies per cylinder that would exceed the 100k $ mark.
The important part was lowering the compression and twin plugging the heads. Usually normally aspirated engines run higher compression and per-ignition becomes a huge concern when using forced induction. The Porsche 930 from the late 70's had lower compression than the N/A 911. |
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Posted: 8/22/2024 4:38:12 PM EST
[#8]
Quote HistoryQuoted: I used to build closed plenum turbo charged Porsche engines with individual throttle bodies per cylinder that would exceed the 100k $ mark. The important part was lowering the compression and twin plugging the heads. Usually normally aspirated engines run higher compression and per-ignition becomes a huge concern when using forced induction. Twin plugs? Simultaneous ignition or staggered? |
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Posted: 8/22/2024 4:42:47 PM EST
[#9]
Quote HistoryQuoted: Twin plugs? Simultaneous ignition or staggered? Quote HistoryQuoted: Quoted: I used to build closed plenum turbo charged Porsche engines with individual throttle bodies per cylinder that would exceed the 100k $ mark. The important part was lowering the compression and twin plugging the heads. Usually normally aspirated engines run higher compression and per-ignition becomes a huge concern when using forced induction. Twin plugs? Simultaneous ignition or staggered? I didn't set up the Motec, but I believe it was simultaneous. Porsche even uses dual plug heads in their 94-98 car standard that fire simultaneously so they can run higher compression. This was 20 years ago.  Attached File Attached File Attached File |
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Posted: 8/22/2024 5:01:33 PM EST
[#10]
Quote HistoryQuoted: Turbos have been in general aviation for decades. They are reliable. Backyard mechanics adding a turbo to an engine that wasn't designed for it will probably bring failure sooner, but simply having a turbo doesn't mean the engine is some ticking time bomb. Your preferences are your preferences, but a turbo engine will always be more efficient. That's just common sense. Turbos have been in motor cars for decades also. I put 150k miles on a factory turbocharged 1985 Subaru XT6 have also had AWD turbo: Eagle Talon Subaru STI VW Golf R |
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Posted: 8/22/2024 5:05:33 PM EST
[#11]
Turbo + gas doesn’t work. Turbo + diesel works, but diesels suck now thanks epa. I’ll stick with N/A gas. I’ve probably bought my last new Toyota.
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Posted: 8/22/2024 5:12:57 PM EST
[#12]
Quote HistoryQuoted: If ANY manufacturer took an N/A engine and just slapped some turbos on it and shoved it out the door, I would never, EVER buy one of their products again. I'm 1000% certain that compression ratios, piston designs, valve timing, materials selection, etc etc are all evaluated when a company releases an FI powered car. As for longevity, when you say "engine", do you mean pistons? block/sleeves? bearings? valves? @kcobean All of those things regarding engine longevity. |
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Posted: 8/22/2024 5:13:47 PM EST
[#13]
Quote HistoryQuoted: It all depends..while a bone stock motor can be turbo-ed and reliable, it all depends on how hard it is run, even an engine specific built to handle a turbo and good boost, doesn't mean it will be bullet proof, right person run it hard enough or adjust something wrong and it is easily burn't down/broken compared to the stock engine..As far as components, yes a turbo built for the job is going to have a lot of better parts than the N/A stocker will from compression ratio to cam profile to different stronger pistons/rods/crank/block then figure port configuration and even combustion chamber shape and volume...Even fasteners and gaskets may and can be altered to help reliability...Anything can be broken if run hard enough, don't care who builds it with what parts, right person can destroy it, same goes for a turbo bolted on a bone stock engine, it can hold up well if its operated with in certain perimeters... This is 100% the correct answer. Just like an AR can be reliable for thousands of rounds, but you can shoot the barrel out in a single day if you run it full auto until it melts, heat is a killer for anything mechanical. |
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Posted: 8/22/2024 5:21:46 PM EST
[#14]
Quote HistoryQuoted: I'm not calling you a liar, but I will suggest that you are absolutely mis-remembering something. Thank you, I wasn't going to call BS, but I will agree with you. |
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Posted: 8/22/2024 5:24:08 PM EST
[#15]
Quote HistoryQuoted: They just slap on an eBay Chinese hair dryer and fucking send it |
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Posted: 8/22/2024 5:44:09 PM EST
[#16]
Quote HistoryQuoted: I used to build closed plenum turbo charged Porsche engines with individual throttle bodies per cylinder that would exceed the 100k $ mark. The important part was lowering the compression and twin plugging the heads. Usually normally aspirated engines run higher compression and per-ignition becomes a huge concern when using forced induction. The Porsche 930 from the late 70's had lower compression than the N/A 911. You don't happen to have any of those "old" worthless parts sitting around do you?  I have a 78sc that is in desperate need of some actual power. |
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Posted: 8/22/2024 6:48:30 PM EST
[#17]
Quote HistoryQuoted: @Bogdan Many Fords rally specials (WRC production homologation models) had Cosworth lumps. RS 200 BDT. Not just Boreham (Ford Rally Works) builds, Genk (tho Tickford did the conversions) then Karmann production too. YBD, YBG, YBJ, Sierra RS, Cosworth Escort YBT and YBP. You also had FBA and FBC V6. There was quite a bit of Cosworth that got put in. https://www.ar15.com/media/mediaFiles/14291/IMG_1295_jpeg-3301571.JPG Engines in an early Cossie Escort, (which was just a Sierra drivetrain with Escort panels fitted), with the early homologation spec Big Turbo. 200 ponies factory. Different era.mWasnt the best road car but in boil it was fun. More about balance and controllability than raw power anyway. During the time pictured it was only slightly modified. Changed later, Race trims were short of 400. You can tell YBT since Bluetop - like Toyota 4A-GE the tops tell a story. YBP - red, Sierra - Green. I thought I liked you, then you had to go and own such a sweet car. I've always loved those things, even though they're not the coolest looking car, they're such a beast for their time. |
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Posted: 8/22/2024 6:56:37 PM EST
[#18]
Quote HistoryQuoted: You don't happen to have any of those "old" worthless parts sitting around do you? I have a 78sc that is in desperate need of some actual power. It wasn't my shop, I was just a lacky kid back then. He had a loft full of engine components from 2.7, 3.0, 3.2, 3.6 engines. Wonder what happened to it all.. Sure it's long gone. I had an 83 SC coupe, loved that car. Keep it forever. |
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Posted: 8/22/2024 7:12:10 PM EST
[#19]
Quote HistoryQuoted: turbo's have been on diesels for how long.... Diesel is a totally different ballgame, number one everything diesel is already overbuilt to start with, from block/heads/crank/ pistons/rods... Number two diesels don't turn the rpm gas does, makes it much much easier to keep the bottom end inside the oilpan....their fuel can also take much more compression than a typical gas engine.. Gas can take compression with boost, its done all the time even with serious compression(15:1 or even higher) , but you need specific race gas or methanol alcohol for fuel..methanol would be built with the big compression and the big boost, because it has the octane needed...Again, there is no one answer, it all depends on everything and then some.... |
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Posted: 8/22/2024 7:17:00 PM EST
[#20]
Quote HistoryQuoted: They are just as reliable and have been for a long time. Yep. OP is just behind. But the Ford 3.5l eco boost regularly clocks 300,000mi. You’re generally replacing the transmission multiple times in the lifespan of the engine. |
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Posted: 8/22/2024 7:26:07 PM EST
[#21]
Quote HistoryQuoted: I thought I liked you, then you had to go and own such a sweet car. I've always loved those things, even though they're not the coolest looking car, they're such a beast for their time. Quote HistoryQuoted: Quoted: @Bogdan Many Fords rally specials (WRC production homologation models) had Cosworth lumps. RS 200 BDT. Not just Boreham (Ford Rally Works) builds, Genk (tho Tickford did the conversions) then Karmann production too. YBD, YBG, YBJ, Sierra RS, Cosworth Escort YBT and YBP. You also had FBA and FBC V6. There was quite a bit of Cosworth that got put in. https://www.ar15.com/media/mediaFiles/14291/IMG_1295_jpeg-3301571.JPG Engines in an early Cossie Escort, (which was just a Sierra drivetrain with Escort panels fitted), with the early homologation spec Big Turbo. 200 ponies factory. Different era.mWasnt the best road car but in boil it was fun. More about balance and controllability than raw power anyway. During the time pictured it was only slightly modified. Changed later, Race trims were short of 400. You can tell YBT since Bluetop - like Toyota 4A-GE the tops tell a story. YBP - red, Sierra - Green. I thought I liked you, then you had to go and own such a sweet car. I've always loved those things, even though they're not the coolest looking car, they're such a beast for their time. You can still like me. I didn't even have an interest in the car - it was syndicated. It and another one like it conclusively proved my progression as a co, wasn't likely. |
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Posted: 8/22/2024 9:45:19 PM EST
[#22]
I'm perfectly happy with mine. I feel like I have the best production turbo-I4 ever produced.
It helps that this engine design has been in Honda's stable since the early 2000's and has been perfected. |
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Posted: 8/22/2024 10:53:24 PM EST
[#23]
Ford's newer nano engines use CGI blocks which are supposedly strong that iron blocks.
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Posted: 8/22/2024 11:10:08 PM EST
[#24]
The biggest issue with modern turbo engines is the owners of the vehicles, IMO. Those who don’t maintain them properly, understand heat soak, shut the engines down with a roaring hot turbo, etc will have issues.
I have been tuning and racing cars since the early 2000’s. Never done turbos out of preference but wrenched on and supported a lot of them. It’s much easier to maintain a high threshold of cooling capacity and “breathing room” with an N/A motor, so for something that will be deliberately abused I’m not interested in a turbo. |
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Posted: 8/22/2024 11:39:15 PM EST
[#25]
Quoted: Turbocharged engines in cars have become more and more prevalent in recent times. If a manufacturer decides to make a turbocharged car, do they typically beef up the engine to handle the increased pressure the turbo puts on it? Or do they just slap a turbo on an engine originally designed to be naturally aspirated? How much less longevity do turbocharged engines tend to have compared to normally aspirated engines? A possible way to answer is in terms of percentage. Ex: A turbocharged engine will last 75% as long as a naturally aspirated engine. The beefing up depends on how much they're looking to get out of the engine. The design, they do a lot with intake, exhaust, cam profiles, valve size/design, intake manifold design, etc. to take advantage of the turbo. Modern cars are a game where gaining tenths of an MPG are critical, so they do generally put a lot of design into them. Longevity: In theory, there's no longevity difference IF everything is designed, specced, and manufactured correctly and maintained correctly. In reality, adding a turbo involves more moving parts, making more more ways it can go wrong, and introducing some ways that can ruin the rest of the engine. |
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Posted: 8/22/2024 11:50:35 PM EST
[#26]
Quote HistoryQuoted: Yes, turbo internals are beefier than NA cars. Ask any Honda/Nissan/Toyota tuner what happened when they threw a turbo on a NA engine. 
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Posted: 8/22/2024 11:55:04 PM EST
[#27]
Quote HistoryQuoted: It wasn't my shop, I was just a lacky kid back then. He had a loft full of engine components from 2.7, 3.0, 3.2, 3.6 engines. Wonder what happened to it all.. Sure it's long gone. I had an 83 SC coupe, loved that car. Keep it forever. I just rebuilt the front two calipers tonight and took it for a nice drive with the windows down. My favorite thing in life is a nice warm evening driving a fun car, nothing better to clear my head. I don't enjoy having to watch out for all the stupid deer that just pooped out babies though, one or two of those would ruin my night. |
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Posted: 8/22/2024 11:56:01 PM EST
[#28]
Quote HistoryQuoted: Yes, turbo internals are beefier than NA cars. Ask any Honda/Nissan/Toyota tuner what happened when they threw a turbo on a NA engine. |
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Posted: 8/22/2024 11:56:53 PM EST
[#29]
Quote HistoryQuoted: You can still like me. I didn't even have an interest in the car - it was syndicated. It and another one like it conclusively proved my progression as a co, wasn't likely. Whew, that was a close one. lol. Sorry to hear things didn't work out though, hopefully you're doing what you love though, life is too short not to. |
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Posted: 8/23/2024 2:05:31 AM EST
[#30]
Quote HistoryQuoted: They are just as reliable and have been for a long time. IF you start with an LS engine, it will outlast 3 transmissions and probably still be running after the vehicle rusts out. IF it's something with cam phasers, or korean.... Your best strategy is to trade it in every three years. |
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Posted: 8/23/2024 4:30:57 AM EST
[#31]
Quote HistoryQuoted: Diesel is a totally different ballgame, number one everything diesel is already overbuilt to start with, from block/heads/crank/ pistons/rods... Number two diesels don't turn the rpm gas does, makes it much much easier to keep the bottom end inside the oilpan....their fuel can also take much more compression than a typical gas engine.. Gas can take compression with boost, its done all the time even with serious compression(15:1 or even higher) , but you need specific race gas or methanol alcohol for fuel..methanol would be built with the big compression and the big boost, because it has the octane needed...Again, there is no one answer, it all depends on everything and then some.... Quote HistoryQuoted: Quoted: turbo's have been on diesels for how long.... Diesel is a totally different ballgame, number one everything diesel is already overbuilt to start with, from block/heads/crank/ pistons/rods... Number two diesels don't turn the rpm gas does, makes it much much easier to keep the bottom end inside the oilpan....their fuel can also take much more compression than a typical gas engine.. Gas can take compression with boost, its done all the time even with serious compression(15:1 or even higher) , but you need specific race gas or methanol alcohol for fuel..methanol would be built with the big compression and the big boost, because it has the octane needed...Again, there is no one answer, it all depends on everything and then some.... Diesel compression ranges from 14:1 to 25:1. It's amazing they don't just grenade as soon as you turn the key. |
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Posted: 8/23/2024 4:33:40 AM EST
[#32]
Quote HistoryQuoted: Turbo + gas doesn’t work. Turbo + diesel works, but diesels suck now thanks epa. I’ll stick with N/A gas. I’ve probably bought my last new Toyota. My first turbo was a 1982 Yamaha Seca. Brand new. 42 years later, I'm glad I'm not scared of them. I bought your new Toyota last Friday. Thank you for not getting in front of me. I love it. |
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Posted: 8/23/2024 4:41:21 AM EST
[#33]
Quote HistoryQuoted: I worked on the development of the Buick GranNational and GNX. There were no structural changes to the block as I recal. The former had a Garret Airresearch 2.0 turbo (12lbs @ waste gate) and the GNX had a 2.5 turbo (14lbs @wastegate). Compression ratio was 8:1 if I recall They worked fine as long as you didn’t make a hot run with the turbo spinning then shut it off. If you did that the oil would Char and send damaging particles through the turbo, and destroy the unit. Later turbos like Mopar had a passage for antifreeze circulation and improved the service life. That was in the 80s. A lot of improvements have come down the pike since then. They are common on trucks and small motors now. I still would not want to tow with one. Yeah, towing with a turbocharged motor is a sure way to grenade them every time. Good thing literally every semi on the road from the past 3+ decades isn't turbocharged! ... Oh wait |
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Posted: 8/23/2024 4:42:28 AM EST
[#34]
Quote HistoryQuoted: New 1.5 civic turbo engines are INCREDIBLY efficient. They are HORRIBLE for modding but dear god they get good gas mileage and are pretty damn dead nuts reliable. Before or after they fill the crankcase with gas? |
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Posted: 8/23/2024 4:44:19 AM EST
[#35]
Quote HistoryQuoted: Probably more importantly at GM, it was intended as a truck engine, that also had downsizing strategies implemented in development. Thats in no way impugning GMs truck engineering operations. It's a very good engine and I'd prolly choose it over any AFM offering. So were the turbo diesels out of Powertrain Torino, but they were hampered by emission necessities in some markets. Enough of VM Motori content tho. You know the 2.7 i4 has *DFM,* right? Think AFM but more complicated. |
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Posted: 8/23/2024 5:25:29 AM EST
[#36]
Quote HistoryQuoted: I don’t care for the trend of smaller motors running under constant boost vs an appropriate sized motor getting the job done. Think of it this way. Small motor under constant boost is like a toddler running around screaming all day. His ass is going to get worn out sooner than later. I know from experience that my old 350 Chevy with a 6-71 that was under driven and had two 600 cfm Holley carbs pulled 24-26 mpg just cruising. With 4:11 gears in the back. Pulled it off and slapped on a single 4bbl on a cast iron intake and got 8 mpg. In my opinion, mfgr should be sticking with a V8 with smaller turbos. But you always have to build the motor stronger. My ecoboost f150 is almost never under boost until I get on it. |
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Posted: 8/23/2024 7:00:31 AM EST
[#37]
Quote HistoryQuoted: You know the 2.7 i4 has *DFM,* right? Think AFM but more complicated. Quote HistoryQuoted: Quoted: Probably more importantly at GM, it was intended as a truck engine, that also had downsizing strategies implemented in development. Thats in no way impugning GMs truck engineering operations. It's a very good engine and I'd prolly choose it over any AFM offering. So were the turbo diesels out of Powertrain Torino, but they were hampered by emission necessities in some markets. Enough of VM Motori content tho. You know the 2.7 i4 has *DFM,* right? Think AFM but more complicated. Pretty lazy of me. Should have been "any problematic, collapsing lifter AFM, tho I haven't heard, so not yet concerned, of issues with the L3B sliding cam system" I prolly expect too much from context. Fairly certain GM only uses the DFM label when solenoids actively bypass the lifters, but I'm not a GM employee and have only talked to a few of the dev guys so I could have picked this up all wrong. Wouldn't be the first time. I'd appreciate any additional clarity you could provide. If there's been any L3B issues, I'm interested in both failure modes and estimated rates. L3B has/had some common GDI issues, but I'm not aware of anything directly tied to AFM. |
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Posted: 8/23/2024 7:26:48 AM EST
[#38]
Quote HistoryQuoted: Whew, that was a close one. lol. Sorry to hear things didn't work out though, hopefully you're doing what you love though, life is too short not to. Quote HistoryQuoted: Quoted: You can still like me. I didn't even have an interest in the car - it was syndicated. It and another one like it conclusively proved my progression as a co, wasn't likely. Whew, that was a close one. lol. Sorry to hear things didn't work out though, hopefully you're doing what you love though, life is too short not to. Thx man, I won't say there wasn't disappointment, but it was never a professional pursuit. Rarely is talent sufficient for desires. |
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Posted: 8/23/2024 4:23:02 PM EST
[#39]
Quote HistoryQuoted: I don’t care for the trend of smaller motors running under constant boost vs an appropriate sized motor getting the job done. Think of it this way. Small motor under constant boost is like a toddler running around screaming all day. His ass is going to get worn out sooner than later. Please explain how the engine in EVERY heavy duty and commercial diesel truck fits into your world view. |
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Posted: 8/23/2024 4:32:56 PM EST
[#40]
So what you're telling me is that it's perfectly fine to turbo Chevys 3.6L DI DOHC V6.
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Posted: 8/23/2024 4:50:37 PM EST
[#41]
Quote HistoryQuoted: So what you're telling me is that it's perfectly fine to turbo Chevys 3.6L DI DOHC V6. Or a 22R 
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Posted: 8/24/2024 10:47:04 AM EST
[#42]
Quote HistoryQuoted: Or a 22R I'm really close to buying the LCE kit for my 3RZ. |
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Posted: 8/24/2024 11:16:01 AM EST
[#43]
Quote HistoryQuoted: I'm really close to buying the LCE kit for my 3RZ. Quote HistoryQuoted: Quoted: Or a 22R I'm really close to buying the LCE kit for my 3RZ. 3RZ was one of the best engines Kamigo ever touched, You got oil jets, forged cranks, forged/peened rods. From everything I've seen they take forced induction well, done right, and are popular for the addition. As many have said above thermal management is one of the keys to durability. Even Toyota found building a production 22R-TE was challenging. |
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Posted: 8/24/2024 1:17:39 PM EST
[#44]
Quote HistoryQuoted: 3RZ was one of the best engines Kamigo ever touched, You got oil jets, forged cranks, forged/peened rods. From everything I've seen they take forced induction well, done right, and are popular for the addition. As many have said above thermal management is one of the keys to durability. Even Toyota found building a production 22R-TE was challenging. The biggest hurdle is consistent fueling from what I'm reading. As long as you keep it below 9psi of boost, things are pretty simple. That gives plenty of power for my intentions. |
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Posted: 8/24/2024 1:19:21 PM EST
[#45]
Quote HistoryQuoted: Or a 22R Quote HistoryQuoted: Quoted: So what you're telling me is that it's perfectly fine to turbo Chevys 3.6L DI DOHC V6. Or a 22R I don't speak wrench. |
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Posted: 8/24/2024 1:31:36 PM EST
[#46]
Generalizing them as more or less reliable is about as useful as doing the same with NA engines. It depends on the design, they’re not all created equal. Some manufacturers offer both long lasting engines in some vehicles and total pieces of trash in others.
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Posted: 8/24/2024 1:41:11 PM EST
[#47]
Quote HistoryQuoted: New 1.5 civic turbo engines are INCREDIBLY efficient. They are HORRIBLE for modding but dear god they get good gas mileage and are pretty damn dead nuts reliable. |
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Posted: 8/24/2024 1:44:40 PM EST
[#48]
Quote HistoryQuoted: They are just as reliable and have been for a long time. With all things being equal they are not just as reliable. Yes, you have to beef some stuff up in the design to make them equally reliable when compared to a NA motor of the same output. That can be done, I think. There is no free lunch. They're not bad, but you can try too hard with any of these things. IMO these tiny motors pushing heavy trucks and the like is not a good thing and it is only happening because of obscene regulations and laws. |
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Posted: 8/24/2024 1:51:16 PM EST
[#49]
If you have a very basic idea how to operate/run equipment, you'd be surprised on how long stuff can last. My Dad worked on B-36 engines, so u can only imagine the schooling I got even how to correctly run the lawnmower.
Even after 280,000+ miles, never really had any issues with it. The little diesel always ran fab, original turbo, original clutch. Regret selling it. 
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Posted: 8/24/2024 2:05:52 PM EST
[#50]
Quote HistoryQuoted: Ok boomer, tell me you understand nothing about modern engineerings without telling me you don't understand anything about modern engineering. Now he wants a 2015 328i. It's a 2 liter turbo charged auto with 109k miles on. I'm not a fan of turbos. Will this car last another 100k with that engine? |
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