BTF youre rear wheel hp numbers are matching my calculations from the compressor map exactly for 16.5 psig in a 14.7 psia enviroment. This is along the lines of 10.5 hp/lb.min.
Get that boost up and the numbers will climb. I am real interested in seeing what 20 and 25 psi of boost will do, we should then begin to see the bottlenecks.
FWIW my car on the Mustang dyno also ran out at 17 psi around 5600 rpm with the stock turbo, regardless of timing or AFR. I would have more insight but the guy helping me that was supposed to be saving the logs didnt. Good help is hard to find.
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It is Cool, Leather, XM, Monsoon and different! :)
Aahh we'll get there.
Im more concerned with area under the curve. Since we took a 1krpm hit down low, we'll need it back up top.
I wanna know why it planes off so flat. Exhaust or intake?
The easiest to change is the intake. So that's first.
Next i'll pull the exhaust at the down pipe and just put a stub W/bung on it. open exhaust will illustrate any backpressure issues. Likely the 2.5" is beginning to show it's face.
I'll get the data board hooked up to at least the intercooler soon to measure pressure drop.
I never drilled and tapped the turbine housing so I cant measure TIP yet.
Maybe this weekend I'll ccrawl under there and istall a TIP feedline.
60mm exducer? Seems a bit small for a 57mm compressor wheel, typical t3/t4 turbos use 65mm turbine wheels. I wonder if its a good match.
there are less blades and looking at them side by side they are very different. the curved blades flow a good deal more. The turbine map illustrates superior flow with less rotor inertia compared to the older tech wheels.
Are you suggesting a Gt35R? (they are the same money and you can have either on this setup)
Last edited by BaldTurboFreak : 02-08-2008 at 08:56 PM.
I just never wanna stray from the dual row BB....Tough as nails. esp when the needle goes north of 30
Can someone post a dynosheet from a stock turbo (anymods will do) and a similar dyno?
Or we can add 15-18% if you got a dynojet sheet.
Last edited by BaldTurboFreak : 02-08-2008 at 09:28 PM.
I just never wanna stray from the dual row BB....Tough as nails. esp when the needle goes north of 30
Can someone post a dynosheet from a stock turbo (anymods will do) and a similar dyno?
Or we can add 15-18% if you got a dynojet sheet.
I got a print at the office (40 miles away) of a stock turbo mustang run. I cant get it tonight, but I can get it to you tommorow.
I agree on the BB setup for both capability and efficiency.
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It is Cool, Leather, XM, Monsoon and different! :)
I just never wanna stray from the dual row BB....Tough as nails. esp when the needle goes north of 30
Ah but you can get the pte sc50 with garrets dual ball bearing center section, only a mere $200 extra. And it'll spool even quicker then with the journal bearings.
Might be interesting. When this Phase of develoement is all said and done (and in production) Im going to build a 16ga 321 stainless header for T3/T4. we can have a turboswappin' bonanza after that's finished. since it will be more "generic" for mounting/footprint.
But it will be hard to go back to a rusty ol' heavy cast iron turbine housing after having the stainless steel one on there.
Today Im going to start the dyno session with a 4" coupler and mild steel elbow on the inlet of the turbo. This will show definitively if we were being restricted by the 3" intake pipe.
If that changes nothing (kinda betting it wont) I'll pull the exhaust at the downpipe. Let the 3" belch fire and flames at my diamondplate!
You guys might break out the flamethrowers but Im seriously considering building sidepipes and rockers. I cant tell ya why , It's likely due to growing up w/carseat in the back of a 70' nova but I dig sidepipes on the right car. I think our roadster might be one of them..... esp with big meats rolling out back
Last edited by BaldTurboFreak : 02-09-2008 at 07:39 AM.
We're the green line. That is the garrett housings though, Tial doesnt have any flow maps posted. I imagine it's similar.
I know Tial has the 0.82's back in stock. I wonder what type of difference in spool charicteristics/top end power the larger housing will make.
Another small question. Did you modify the turbo heat shield or are you planning a ceramic coat later? Does the stock one still fit with some tweaking?
Another small question. Did you modify the turbo heat shield or are you planning a ceramic coat later? Does the stock one still fit with some tweaking?
heat shild fits with no issues. I may even add a stud so all 3 bolts work.
...
You guys might break out the flamethrowers but Im seriously considering building sidepipes and rockers. I cant tell ya why , It's likely due to growing up w/carseat in the back of a 70' nova but I dig sidepipes on the right car. I think our roadster might be one of them..... esp with big meats rolling out back
Side pipes would look cool... but when you hear the sound of a 4 banger coming out of them... I'm not so sure. Now if we dropped a V8 in there, it'd be another story.
True, once you get huge pulses of air flowing through and some revs...
My buddy's Evo sounds quite good with a nice exhaust... for a 4 cylinder. Better than my Solstice does (both with straight pipes and current Solo Muffler). Hopefully, a bigger turbo will make it sound better too.
Any idea how long something like your big turbo kit takes to get to production from it's current state?
If your happy with a catless downpipe and blow thru maf, it can happen real fast since the testing has been done in that config.
Im very happy with the turbine housing/gate setup as far as fitment and durability. you cant imagine the colors Ive had this thing. IM amazed the studs hold together at these temps and there is no crackin in the welded joints thus far.
Its welded inside and out inside a gasbag. NO embrittlment or intergranular corrosion here!
The only wildcard is the intake pipe. We'll find out this afternoon if 3" is insufficient on the intake side. If this is the case, a intake pipe will be mandatory.
That's the fulcrum point for the internal recirc setup. Since it would only be a compressor cover change from the other variation of the kit (with a billet block welded to it to allow you to use the guts from your BW turbo) the intake assembly your currently using can hopefully be re-used with this turbo.
I have a feeling garrett put a 4"inlet on there for a reason though. remember when figureing out the pressure ratio you need for a certain HP, ANY restriction in the intake tract goes in the DIVISOR of the equation.
for example: I want 14.7psi in the guage. or 1 bar. thats 2 bar absolute so the ressure ratio in a perfect inlet is 28.8 / 14.7= pressure ratio of 2. now put just 1psi drop and the math becomes 28.8 / 13.7 = pressure ratio of 2.102.
Since we increase shaft speed at a given flow to obtain a larger Pressure Ratio, it is accmpanied by a corresponding increase in turbine inlet pressure. A double whammy of crapitude.
That 1psi (28" of water) by the way is more common than you think since they are talking from outside pressure to the tip of the comrpessor wheel. The type of compressor cover,bends,filtermedia,dirt all add up.
(they are the same money and you can have either on this setup)
