From TT.net: 'Theorists' platform on VG reliability (long and venting)...

Interesting Post on TT.net:

'Theorists' platform on VG reliability (long and venting)...

 

Posted by: B-Ster on June 15, 2002 at 06:04 am

 

This message has been viewed 139 times.

 

A week in Cozumel to clear the mind, a nice Ruth Chris steak and some good wine (the wife is hammered) is all blunted by a few minutes at the keyboard reading about my project buildup and some 'nay sayers'.

It has always interested me that people will talk about the reliability of the VG 30. "The motor can't handle the power. The main bearings aren't up to the task. The crank is only good for 800 flywheel horsepower,etc..etc...etc.." This bastion of reasoning usually stems from a fella having a buddy who spun a rod bearing in his VG 30 while doing 65 mph in a school zone. The relevant parts that are often ommitted is that the car was in first gear, had 85K miles on it, had the oil changed religiously every 12 months or 9K miles, had been run low on coolant on three separate occassions and had 5 prior owners with no proof of maintenance of which to speak.

 

I am neither an engineer by trade nor am I a theorist. However, what I am is a habitual reader of information. What I would like too see from the 'nay sayers' is a nice solid theoretical foundation for their reasoning. In other words, make it make sense. "er...the bore on the VG 30 is slightly larger than the 2JZ. This larger bore in the VG 30, taking into account flame propagation, leads to an increased likelihood of detonation (with everything else being equal-intake temperature, fuel characteristics, etc.) PLEASE, something else other than 'it won't work'.

 

Now, I have no idea what the difference in bore is between the VG 30 and 2JZ as this is not a VG vs. 2JZ dialogue. I do have a question I would like to pose:

 

1). Where is the proof that a VG motor can't handle extremely high horspower levels given that the following issues are addressed: 1). Fuel 2). Proper intercooling 3). Large turbos with appropriately sized turbine housings (minimal backpresssure and 70%+ efficiency) 4). Exhaust manifolds that help enhance scavenging and do not lead to the mother of all bottle necks.

 

I can think of several VG motors that have had these issues addressed, had the jam beat out of them, and lived to tell the tale. Escort racing still utilizes the VG platform as well as a stock crank. Something somehow seems to be working there. Black magic to be sure.

 

Lastly, Corky Bells "Maximum Boost" is a must read for those looking to increase their personal knowledge of turbocharging. Sometimes I think it should be a pre-req for those offering their ideas as to why things will or will not work.

 

For the 'nay sayers', please come with something other than 'because'.

 

 

Bryan

View this: http://www.twinturbo.net/cgi-bin/ttnet_viewmsg.pl?forum=general&msg_id=589257

for the responses.

T