Ya thats what I figured. For 8-9 psi, I don't want to wait till 5000 rpm to hit boost.3GwithVOLKS said:seems a little too large for any usable power. A turbo of that size your going to need to run higher boost than what the stock pistons can handle to acually see any power and use it to it's potential.
This is where i shut up because i cant read and make stupid comments sorry JetblacknessJetblackness said:Ya thats what I figured. For 8-9 psi, I don't want to wait till 5000 rpm to hit boost.
Personally I'm ALL about small turbos. Though I don't want to go too small either. So a .58 AR T4 housing should be fine right? No back pressure issues such as those experienced by the .48 T3 guys?
.63 for the T3 w/a stage 3 wheel (T31).myrt said:search bro... its all here. seams that .63 is gold if i remember right.
lol the way I phrased my first question makes me look like an utter noob (read: i'm only a partial noob, NOT utter). :lmfao:myrt said:This is where i shut up because i cant read and make stupid comments sorry Jetblackness
It's sort of like going to grade school. There are certain things you just have to know before entering into anything in life. If you engineer your own turbo kit you can't just take advice from other people on the forum because what's good enough for the gander won't be what is best for the goose. Properly selecting a turbo size is an aspect of tuning that can totally change how your car performs at a given boost level.thahnic1080 said:the most famous and important thing to say when boosting a car
And then he goes and discusses the pros/cons of divided-flange inlets. I will most definetly have my work cut out for me though. I'm going to have to delve a little deeper into this whole turbine aspect. Iirc, its not quite as easy as choosing a correct compressor since there are quite a few more variables to work with. Learning has never been more fun (rather learn about thermodynamics through having to choose the correct housing, than sit in class).Selecting what appears to be a logical starting point for an A/R is one thing, but actually getting the right one is yet another. Trial and error is usually necessary. A reasonable choice can be judged by the numbers, or to some extent by performance and response. Judging by the numbers requires measurement of exhaust manifold pressire, or turbine inlet pressure, and comparison with boost pressure.
.58 it is.Unfortunately there is no easy scientific method for selecting the proper A/R ratio. Seat-of-the-pants feel is important: If boost rise is sluggish, the ratio is too large. In extreme cases, the ratio gets so big the turbo can't turn fast enough to produce the required boost. But if the ratio is too small, the turbo gets into boost so quickly that the vehicle becomes almost undriveable--and on top, it will feel like a choked-up normally aspirated engine that's under-carbureted. Also, what equates to a low or high A/R ratio varies by turbine series and engine displacement. Assuming the ubiquitous TO4-style turbo on a typical 350ci engine, Innovative offers these A/R guidelines as a starting point, based on where you want the turbo to work best:
Operating Range; A/R Ratio
The accompanying Turbonetics table lists its baseline recommendations for a variety of engine displacements.
Given an equivalent turbine trim and A/R ratio, as engine displacement increases, the operating rpm range characteristics of the turbine decrease. Then there's also the heat the unit will see from the engine and exhaust gases, which change the unit's efficiency curve. Wastegate location and design also affects the turbine's performance. The interrelationship of all these factors is extremely complex, so there are no simple selection maps for turbines like those available for compressors. Even for experienced turbo installers, it often boils down to trial-and-error--kind of like trying several different size carbs on a normally aspirated motor. About the best advice we can give is that once you've settled on the compressor, consult your favorite turbo dealer for advice on mating it to a turbine housing that's best suited for your application's needs.
If it is not on Google, it does not exist.Jetblackness said:Thanks.
I swear, one of these days I'm going to get a tat with the words GOOGLE4EVA! across chest. :twothumb:
Very true. It seems like there are no two kits that exactly alike. Which makes sense since everyone has diffrent goals. Where as Rulez/OrlandoGT are both looking to make Ferrari owners weep like little Russian Ballerinas trying to perform to Rostropovich's 5th Symphony wearing high heels, I'm looking to pick on Saturns, and Geos (my current competition doesn't even involve mobile vehicles).Tearstone said:If it is not on Google, it does not exist.
But yeah, turbo design is a lot of trial and error. The prototype V6 kit that is on LunarEclipses car really is not anything like the production V6 kit that you see Ryu raping faces with today. A lot of money was put into this stuff and I still get a lot of people asking for turbo specifications on the kits that I sell.
I think all of us Turbocharged cars here in Orlando are looking to make Ferrari owners weep. Let's see we got... Tearstone, Rulez, OrlandoGT, Dave, Jayhawk785, Warsheep. We are all running nearly the same xtech kits. I'm building up a block as soon as we are done with Mike's car.Jetblackness said:Very true. It seems like there are no two kits that exactly alike. Which makes sense since everyone has diffrent goals. Where as Rulez/OrlandoGT are both looking to make Ferrari owners weep like little Russian Ballerinas trying to perform to Rostropovich's 5th Symphony wearing high heels, I'm looking to pick on Saturns, and Geos (my current competition doesn't even involve mobile vehicles).
Tearstone said:I think all of us Turbocharged cars here in Orlando are looking to make Ferrari owners weep. Let's see we got... Tearstone, Rulez, OrlandoGT, Dave, Jayhawk785, Warsheep. We are all running nearly the same xtech kits. I'm building up a block as soon as we are done with Mike's car.
Also, can't forget about the fastest N/A 4cyl 3G, 3GwithVolks, working on his turbo setup as well.
Then over in Tampa, we have Donny's RS & Galant ES, DFAGod's GS and Ryu all boostin'. As soon as Ryu's car is done this next time around we are expecting some pretty decent numbers on the dyno and the track. Keep on the lookout for that.
Believe me, I've pwn3d plenty of DSMs myself, no way in hell would they post that up but we do get a shitload of respect from them here in Orlando. Actually those guys always hang out with us on the corner.Jetblackness said:Damn you FL guys really push the envelope. Man the day a kill story is posted up on the DSM boards with the title "OMFGBBQ I jsut got PWNED by a 3G" is the day I break out the champagne glasses.
BTW I can't really explain how anxious I am to see the results of such a built bottom end. Its like the VR4 6g72 on a steroid binge that would make Barry Bonds jealous. 400, 500 whp? Bah, try 700+ with a proper head setup (no need for modesty, you know its true).