# We Invent the Wildest Turbo for Pikes Peak

## Метаданные

- **Канал:** Rob Dahm
- **YouTube:** https://www.youtube.com/watch?v=yirS41qDcC4
- **Дата:** 02.06.2026
- **Длительность:** 31:25
- **Просмотры:** 292,107
- **Источник:** https://ekstraktznaniy.ru/video/52763

## Описание

T-Shirts: https://www.dahmracing.com/collections/shop

## Транскрипт

### Segment 1 (00:00 - 05:00) []

My baby behind me, the three rotor, is getting ready for Pikes Peak. I've been kind of quiet about it because it's the third year in a row. When you start doing something repetitive and you do it just a little bit better, it doesn't have the same pull. That said, last year when we went to Pikees Peak, this thing blew its turbo in half one turn before the partial ending. The amount of information I have on pushing a rotary that hard is absolutely priceless for this year and for the four rotor when it goes. We have a handful of things that we need to fix. And I want to try and keep it more condensed. Even though the list is pretty long, there's literally F1 technology that we're going to put onto this car and try something extremely experimental. It might not work or it might not really provide the benefit I'm hoping for, but that's the point of the channel. I just firmly believe that the three-rotor engine can be more efficient, make more power, have more force and horsepower and torque down low, and breathe up high and be efficient. Shifting is our biggest problem. And that also with the lack of atmosphere created a lot of excess heat which melted through here but then actually caught the fiberglass resin on fire here. So we did not have a fire in the engine bay as much as we were just catching the fiberglass on fire. One of the biggest things we're going to be doing is just more heat management like the Indie car, creating a little sock around all of the exhaust stuff and then having another air channel come through as it basically insulates the rest of the car. So, we've just learned so much and I'm going to rattle off this list. We're blowing oil filters and we're expanding oil coolers. We're going to add a oil pressure regulator on the very front of the motor. The transmission that poor reverse, I think I ground that down. We're going to finally design a proper diffuser. We need to angle the rear wing up. These we're going to go to the more correct style that we wanted to do. We have the two radiator fans on the top area, which is excellent because that's where the intercooler and radiator are. That bottom section of the radiator actually has solid metal right behind it. There's no flaps. There's no nothing. So, the air has to hit down there, go up to the fan to then get pulled out. And those fans are pressurized by about 110. So, those should have those flaps that stay closed when it's under a vacuum, when the fans are running, and then when it's got pressure or flow, get that air straight out. We have that water injection system. We're going to take one of them and put it into the engine itself. I used water ejection long ago and I never even thought about using that for this car. That will actually effectively help reduce exhaust temperature. The list could continue on, but we have to pick and choose what we're going to do to the car and it's mostly about making up to the top of the mountain and that is going to be shifting and turbo. This is the turbo that was on the car when it blew in half. This is a G4500. This is a Turbosmart 7880. So, a very similar turbo, but what I'm looking for is the trend of can I get more flow and more response. The exhaust wheels are similarly sized. I think this one's slightly smaller overall, but it's got a smaller diameter center shaft, so technically it's got more air volume that can come out the middle. Compressors are very similar size. This one is slightly larger, and you can see the split blade technology. What I'm hoping for is higher flow, lower pressure efficiency. Both of these can make 900ish, but I want to see can they spool up quicker and can they flow 900 without creating so much goddamn heat, especially up at Pikes Peak. The really bonus to this turbosmart one that we're going to be evaluating is it is actually significantly lighter. Garrett turbochargers are very much an OEM manufacturer and so their risk is mitigated much more. What that means is this exhaust housing is much thicker because Garrett's not about to be liable for not containing a turbine explosion. This thing will take every single turbine explosion imaginable. And not to say that this one won't, but Turbosmart has the opportunity of being an aftermarket. And as a result, this is thinner casting. It's still thick, but that's where a significant part of the weight improvement is. And this is a cast steel iron core. And this is like hot off the press. It's like one of the first ones out. This is a cast aluminum with some machining core. This is just overall I think we measured it 13 lbs lighter. Flanges are identical. And then these are almost identical, too. So, it's close enough that I know it'll work. We're just going to fabricate the ability to hook this turbo into here. The neighbors are beeping their little forklift. My forklift's going to beep a lot louder than theirs in a second. We're going to fire this up with the Turbosmart. It's actually the first of their water cooled 7880s. I didn't know that. We have a special unit that's not available yet. Maybe by the time you see this, but right now it's the first one. So, we're going to get this thing up to temp. The guys are going to get familiar with how loud and how rowdy this car is just sitting there. And then I'm gonna do my little normal boost pulls and see

### Segment 2 (05:00 - 10:00) [5:00]

how responsive this turbo is. This is what I think that is when I'm driving it. Little bit different. Heat. That turbo came on pretty solid. We're going to look at the data to the point where the waist their own wastegate was stopping me from doing a burnout. So, I did the first pull in first gear, first two pulls in first gear, and then the last pull was in second gear to raise the boost a little bit. We'll see what she says. Preliminarily, that turbo had two pounds of boost more at low end. And part of it makes sense. That exhaust housing is smaller. So, I'm going to go do my little loop and do a first through third gear pull to see if it has consistently better low-end response, but then also potentially breathes better at the top end. If not, uh, we know that this turbo fits in a range. But if it's wider than the other range, then that's the dream. Heat up here. Looking at the data from that poll, you hear the car misfiring twice. And that's actually those little bumps there in the RPM. That was actually the my traction control. I forgot that I'd left it on. I couldn't feel the car slipping because it was catching it right as it's going and it was shutting off ignition. It was pulling ignition timing. This turbo is more responsive than the G42 79 mm turbo. That makes sense to me. The exhaust housing is smaller. So, my curiosity was, was it going to have worse back pressure at the top end? The answer is no. It almost flows a little bit better with back pressure. I had 8 lb of boost and 16 lb of back pressure. So, still at a 2:1 rough ratio that seems to be on my three- rotor at full tilt. 2:1 is where I'm just stuck at when I'm using the turbos poorly. It's 3:1, especially on Pikees Peak. The back pressure is through the roof. And that's part of the reason that the engine misfires and shifts when it shifts because there's so much more pressure in the exhaust than the intake. And so, when I turn off the intake, it rushes backwards and ignites the turbo and snaps in half. There's a lot of layers to this, but on this turbo, we can see that it's got a lot more juice to give. The wastegate is open 65% of the way to hold 8 lbs of boost. So, it's capable of blowing those tires to the moon at 8,000 RPM on a three rotor. Our plan is to simplify the exhaust system considerably while also making it look a little bit more complicated. This is perfect. We just put the little pressure system on the radiator cap and pumped it to 30, which is above what normal people run this at. Because of the atmospheric difference and trying to make sure it doesn't boil, we run a cap that's about 28 PSI. You can see this very bottom bolt was causing me some problems over time. So, it doesn't show up at normal pressures. They cleaned it up, but you could see a swirling effect as the flywheel and whatnot would come by and just swirl it. And so, you have these like wild looking weathered patterns. It holds like 27 it seems like. And it's going to probably drip again. There we go. I did not use RTV this time. This is the first time I've done just O-ring. And this occurred after the

### Segment 3 (10:00 - 15:00) [10:00]

engine getting hot and cold and then sitting in the ice cold. Nice and simple diagnostics and uh we can get this engine pressurized again. So, when it comes to turbos, one of the biggest challenges you have is trying to extract as much energy out of the engine as possible. If you have the one rotor, for example, that one exhaust pulse that comes out of the engine just hits the exhaust wheel and does as much damage as it can. It tries to push that like this. When you start adding other rotors or other pistons, you start having pulses coming in and overlapping. Now, two pulses riding together would make a bigger pulse. You know, that energy would be great. But that doesn't happen because no two cylinders fire at the same time other than on the 12. Every single engine to make more consistent power is firing at opposite or even spaced times. A pulse of air, especially exhaust energy, is followed by a vacuum. That little vacuum can also help cancel stuff out. You have collectors and those all collect to a larger tube. Well, that larger tube then goes into something like this. The air inlet is not equivalent to this. If you turn off the other two rotors, one single pulse is traveling along here and it just expands into this larger area. When it expands, it slows down and then it also has the opportunity to go backwards into the other runners. And so you get this loss of a pulse. Why does it matter so much? Why am I so concerned about this? That pulse increases your turbo response by about 10 to 15%. Currently, any engine that is divisible by two can do a twin divided housing. So, you've seen those. We've done it. And sure enough, on the FC, on this, we gained about 15% response having each rotor going into two halves of that housing. So, it kind of goes like this. They're both on this same side. And while they do make a full 360, they are coming in at this side. The blade right there on all turbos has that notch and a flat spot. That's the area that the air is coming in at from a tangent and wrapping around that. that width is going to be almost identical to this width. What about packaging wise or just flow-wise? What if they came in at opposite sides? It sure enough is more efficient than having two coming in and one's lower and one's higher and so this one's kind of got to fight this one. There's a significant difference of this and this. What about three in one? Nice little rotary Illuminati cult thought. One pulse for each of the three rotors. Well, that's what we've been cooking up for a hot minute now. truly hot off the press. It's still warm and it is version one. And you'll see tons of glaring issues with this. But you got to remember I'm a YouTuber, not a race team. What I'm doing is purposely blocking off. Look, check this out. These guys are This is how excited everybody is. Yeah, they're doing other things, but they want to see this. This has been everybody's excitement. So, what I want to point out is that this is meant for spacing. We want to make sure that if you have three different tubes doing all these things, can we space it in the engine bay properly? There's a lot of physics involved with this. There you have an idea. And so looking at it from the front is the most important part. As you can see, there is a 2-in tube ultimately going into this area. I expect that this area will enlarge because I haven't even touched on the concept of area over radius with Finn. And our goal is to make each of these sweep a full 360°. See if his uh math is adding up. All right. Downpipe is going to take on a more irregular shape as the walls for these things are going to share the walls to get it closer. And quite frankly, this is still 800° inside of here. So, this wrapping around it, it's 800 versus ambient temperature or engine bay temperature. So, this is actually going to help keep the heat inside of these, even though they're technically bleeding a little bit of heat uh transfer into that. So all of this won't have, you know, these gaps here. We have one, two, and three. And this one has an extra, we'll just say a foot of center line radius, uh, length, and that would go to the closest runner. Whereas the one that's just going straight in would actually go to the longest runner. So that way we get equal length headers. So we get equal pulses at all times. This will increase response. And why does that matter? Because we have a 1000 horsepower. So the more response we have down low, the better that this car can handle a bigger turbo. And a bigger turbo means that it'll operate at 700, 900 horsepower with peak efficiency. So colder, better efficiency from the turbo means everything's better. I'm going to put my money where my mouth is. And obviously this version isn't going to run, but I'm going to continue revising this. Let's just see like the beginning of what that could look like in the engine bay. It's already gonna work really well because the existing

### Segment 4 (15:00 - 20:00) [15:00]

housings are much larger than this. Our goal is to keep all of this away from the lower intake manifold, specifically rotor number one, cuz our [ __ ] touches and you can barely fit a heat shield down there. Why am I not going to just send this off to the three metal printers right now? Well, you can see a very distinct fullsize tube shrinking to almost nothing within a third of the runner space. And so Finn, without me explaining too much to him, has them kind of overlapping each other. You can see that that's a style that would work really well. But what I'm going to try for, you can see here, one runner continuously shrinks in diameter or area the closer the radius gets. This is called a ratio of A to R. So it's an area over a radius. And then that ratio will stay the same here. The bigger the AR is, the more high-end you get. So this stays fatter, fatter, fatter as it gets closer. That's a bigger AR. This is a 1. 24. So this is kind of medium size for a rotary. I've ran up to 1. 4 before. Typical piston guys will run like a 0. 9. 8. It depends on what they're trying to do. But the idea is that a smaller area radius means faster response. This is uh going to cause some back pressure pretty quickly. So, the idea is that we'll try and do some sort of cool internal things, but you can't make it too thin in here having channels and all that because it's the hottest part of the car. So, you're talking about potentially 1,800° Fahrenheit heat coming to this thing. Consensus is about 5 millimeters of wall thickness for all these parts. And that's even light. Now, the other thing is obviously we want to make sure this area can contain if this turbine were to explode. Um, but I actually believe if we keep all the wall thickness 5 millimeter or even 3 millimeter, there's so many layers to this that it'll definitely have layers of catching it. Then we have to worry more about it coming down here. The next thing for me is making sure that the length of these runners can be even. It should work by all math, but I want to make sure it works for real. So, we'll do this, put it to the test, actually see if this can be a better solution. So, that way three rotors can have more low end and also less back pressure on the high end because my god, two rotors can do that all day long. Nice and wide power bands. I think a three rotor is the perfect engine to do that. Ryder did a bangup job with where the E-gate now goes. A couple major things are accomplished is that the body of it is away from the runners low. So that way the air that would potentially be in the coolant system bubbles up and out back into the stock. So that we are pounding this gate with the shortest distance of heat because it's right on the collector. So this is a very efficient and if this thing can survive that, this straight gate just can handle just about anything. I wanted to have the EGTs closer and easier to access. Rider got excited and did exactly word for word what I said. And the problem is all the fittings and everything, the nut for the EGT ends up coming in front of this nut. It's not that we can't run them. It's just that we would have to use a very thin profile wrench to take the manifold on and off every time cuz these EGTs do not come off. They're friction welded. We still have to have the whole heat shield that we're going to put on here. So, what's very important about this heat shield is that it does need to go over and leave the oxygen sensor and its heat sink outside of the heat shield. So, it's going to be close to this one, but there's going to be at least a minimum of a/ inch of air gap. The air coming through the front of the car pushes all the hot air off of this back here and then starts melting everything down the line. On a normal car, that's actually kind of okay. But, uh, under an endurance environment, I want this air to be pressed in from the e-gate or the radiator area and then come through here. And even if it has to do this, it still swirls and gets out of the engine bay through the hood and or the exhaust area. This is the upper intake manifold obviously for the 20B. And these holes end up being 40 mm in diameter. There are a specific number meant from Mazda. All of them are almost identical and they're almost exactly in a line. Like the casting's off a little bit, but they're intended to be in a line. But in my infinite wisdom, I encouraged a buddy at the time, these had tons of extra material. Let's open them up for more air flow. Well, the problem was these were the same size. So, the air flow was identical. And then figured we open these up an extra 5 mm. That has no benefit. Has 100% a negative. It doesn't increase flow at all. If anything, you want it as linear as possible making gradual changes. So, it was going and horrible. The other reason that I've now fixed that is that there's no room for ceiling. So, we we're having a little bit of leaking out of this because there's a lot less surface area. So, I had Ryder go and weld all of that area back in and I have now matched it exactly to the upper intake manifold.

### Segment 5 (20:00 - 25:00) [20:00]

So, when you go and put them on, the ports line up within a couple thousands. If you look at a stock 20B manifold, it's much taller. The transition goes from 40 millimeters smaller, smaller to these primary runners. It's a very small runner. Whereas the secondary stays the same size almost to the end. So, the transition is a little bit more abrupt. So, I made these smaller and it will make that transition cone from there to there much better. I'm about to machine in O-rings into this surface, which means you see like right here, it's not enough material to have an O-ring and a wall in the inside and wall and outside. So, I'll probably end up cutting the O-ring holes. I'll weld extra material into all these areas and then cleaning the O-rings up. So, that way we can also just set the intake manifold on here. Not only were the ports not matched, when we would take this off every time, we'd have to rear TV it. They would put tons of excess and that was sticking inside there. So, at least at low speeds, I know this will be much more efficient, but we can just take the intake manifold off, do whatever we need to do under there, and just bolt it right back on and walk away. It has been hilacious. I bricked this machine. I'm not going to get into details, but it it's working now. But look what I've done. So, I've given them about 25% increased width and then 25% less height. So, when they crush, they oval out and fill that space quite nicely. There's a formula for doing all that. And then hopefully this liquid would not pass through that area. So, it's got enough pressure. I'm pretty happy with this. And the best part is these O-rings are dirt cheap. We do want to have at least two studs on there that can align it. So, I am pretty confident that the ports are matched and it's going to flow better than ever. I'm actually just super excited. This thing should be almost in the trash for how many times we've modified it. But with it now perfectly flat on the top and the bottom. Port match O-ring. Especially if we have the studs on here, it can be easily taken on and off without sliding it and slicing the O-rings. This is probably one of the most exciting things we've done in a while for the three rotor overall. Cuz the three rotor has always been a test bed for the four. So, it never gets the like the final version. It's always like, "Okay, now we know how to do it for the four. " But this is something where I'm putting my money where my mouth is. Finn has been able to turn the weirdness inside my brain into the weirdness inside of his brain and create something absolutely wild. There is no collector. The magic of this piece is really in here. All three of these different runners do not collect. They hit the blades and they go a full 360, but they each inject into it at 1/3 of this. We're going to 3D print it. Why not also have the wastegate built into that as well? The wastegate would be divided all the way up to this flange. It's very difficult for the pulses to cross over to each other cuz there's vacuum and pressure constantly going between them. So, you want them divided. And so, this will be for the Turbosmart 7880, which ultimately will then be the Turbosmart 8280. If we can make this more efficient, where the pulse is pushing the hot side of the turbo that much harder, we can run a bigger turbo, which would be the bigger front side. Again, this is all hypothetical. We got to make a not plastic version of this and test it on the dyno. Damn, Finn. That is pretty impressive. — Might have just saved my life. I was just randomly complaining about the Insight having like a rippy clunk noise in the front and it started go d to me. The first thing that came up was like if you have loose lug nuts, which I've never done honestly, but I had a friend that did it and like the tire wobbles and it's got that tum thump. I took off the tire that I thought was causing a problem. nothing. And then I went to this side, the tire ripped open. You can see the banding. That's absolutely crazy. So, let's see. I'm going to roll it my way and see what happens. Finn was talking about how Bridgestone has tires for a car and they're like the coveted tires. And so, I just asked Bridgestone if they could send us really small tires and they are. I guess I can't drive this right now. So, I worked on this all yesterday. even had a problem with the CNC machine. But I am excited to show you guys. I bought this gasket material and I cut up a couple sections of it. And then I CNCed two plates together, oversized these holes 5,000 of an inch. So that way when we go to put it all together, the gasket material that might have little edges or whatever is outside of the port shape. So it's just a couple thousand out. Wanted to show you guys without cutting myself. Uh this is four of the gaskets all together. And it is so easy to do this. So you just kind of The idea on this bottom part is making sure that it fits with the turbo uh manifold cuz the last time I did this, they crossed into the turbo area. So I handed this off to the right guy. He

### Segment 6 (25:00 - 30:00) [25:00]

claims he's just a metal fabricator, but uh he's also really heal ass on getting this done. Yes. Look at that. Just ready to go. That little bridge is always a pain in the ass. Otherwise, [ __ ] yes. So, look at you can actually see the slightest bit couple towel of not getting in the way. So, that way, just like how Ryder did being a human, that little chunk right there doesn't matter. That was my intention with that is that on the bottom and the top it's all 5 out of the way cuz I hate seeing all the gasket material seeping inward and getting in the way of the airflow. — For sale at domracing. com. — Yeah. Honestly, if you guys are need 20B, especially if you're using Billet Pro, this is exactly the Billet Pro porting. Cosmo ports do not need to be bigger. They're all port matched. Exactly. I was gone yesterday. all the travels to Indie and I had to take a day off and the guy is absolutely I should just not be here more often. — Sounds good. — Ryder said no. He likes me here, right? I do. — Okay, there we go. See — this piece of [ __ ] Uh but Ryder took exactly what we were dreaming of and made it a reality. And so this first of all used to be what four or five inch diameter to begin with. But because the turbo downpipe flange is three and a half, it's not long enough to create much back pressure. There's not many turns to create a lot of back pressure. So let's keep it to 3 and 1/2 for now. And then basically give it shielding. Ryder did exactly that. He evenly spaced the shielding pieces tacked in here. And so there's air that can pass through there, but air is insulating that from radiating out. He actually was going to do a whole piece here. And I decided it's just going to be too complicated. And we're still going to heat wrap these pieces. And of course, this elbow leaving a little bit of gap for air. I don't want to seal this off. And then you can't, you know, the air pops. But, you know, we have the oxygen sensor and then the exhaust tip out here. So, uh, very excited about this, but it creates such a nice layer of insulation that, uh, we did not have. This is very much a we know what we need to do and we're just doing it. So, with that downpipe in place, that just excites me. And Ryder's gotten this version of this part of the heat shield mocked up and in there. And the idea being that keeping the heat away from the aluminum motor, lower intake manifold. But then what he's working on is making sure that all the oxygen sensors and more so their wiring and the bodies are behind the other shield cuz of course air coming through here is going to push and go down the drivetrain tunnel like we had happen before. That is the final part of the shield that all the wires sit behind. It'll still be warm, but it won't be the insane warm that we've got. That way, air coming through here has to push through the hood, push out around here. And that's another reason why this sleeve is kind of a cool thing is that air could in theory go out that side of the car. So, not exactly sure which way it'll go cuz it's too many layers of guessing involved. But what matters is the things that are protected downstream are not in the highest heat. We're pretty close to getting her fired back up. Then once we get the transmission, it's dyno time. But you guys get a quick sneak peek into what this whole assembly is supposed to look like and it is alien. We scan that area like within 5 seconds just to make sure that we would have room for everything and room for the type of heat shield and keeping stuff away from anything that's very important. Having all the sensors. So, we'll be able to see exhaust gas temperature sensors coming off of each rotor as well as the oxygen sensors on each rotor. A little heat sink on it built into the whole thing. So, that way that doesn't get as hot as quickly on pulls. — Just to clarify, this is all 3D printed pieces, right? — Yeah. To clarify, yeah, that is kind of wild is that instead of doing bends and whatnot, which we could, these are actually a little bit more organic runner lengths to keep equal length. You can see that the radiuses aren't all exactly the same. You can just see all the transitions are nice and smooth. It won't look like it's welded together. But we will have to weld right in here each of the three together to the main beehive. We actually sent this off to the uh 3D printers and I'll show you guys what they said. We're getting it made from protot makes sense cuz it's 316 stainless steel. So some of you guys are going to ask, well why don't you make it out of Incanel? That's what you do when you make the final version. I just expect this to have issues. Issue number one, Finn had a small issue and I found it and realized that he was sending them uh like mesh files. So, they were going to have like weird edges and everything. So, Finn sent me the correct files and then they wrote back, "Hi, these new files are quite messy. Each contains multiple sections. Each file is hotside component broken surfaces. Can you check these files? " So, then we did send a different version that's technically still a mesh, not a STP file, which is like CAD. They came

### Segment 7 (30:00 - 31:00) [30:00]

back and said, "Hey, we have some issues where there's going to be supports inside of those and we can't get to them. Would you like us to print it with those sections exposed? " We cut the supports out and then they weld covers back on. They said $300 for that. And so this is what they sent me. There's the triple valute piece and there's one of the runners that they have an issue. Now again, this is steel. This isn't aluminum or plastic. They're going to print it without these sections. Dremel tool out the steel supports, weld these back on. And that's essentially what I was already planning on doing myself, but they're going to print it that way and then properly weld it back on. For $300, the amount of labor that's involved in this for us to cut that open and then reweld it back together. Time spent grinding that stuff out, they're going to be able to get to it much easier, much cleaner. So, I'm very excited for that. I don't know if that slows us down a little bit. This is cutting it right to the wire, but we still have the first version of it cleaned up and ready to go. That most likely is going to go to Pikes Peak for certain is going to be what we dyno and then compare that to this setup here. Right now it's 529, so we've got tech in 2 3 weeks in Colorado. So, no big deal. But, uh, yeah, this is it's so worth the risk. And even in worst case, we don't get it until after. That's okay. And it's totally worth