shouldn't cause any mate if setup right

 

I had given a lot of thought towards an sc46 billet, then I hear things like this and find it rather in nerving. I'm also on a forged 2.5, but I don't want to go past 450bhp as I'm on an open deck block. Maybe a sc42 looks a better option. Surely that should make full boost nice and early on a 2.5


Joe

 

I think AJ/MJ and DOB state that a SC42 (Billet version) and the 2.5 is a veritable marriage made in heaven.

Also, with that in mind, what will the latest SC42 Billet + be like on a 2.5! Plus, going by the graph posted up by Kev, looks like that turbo will claw back any 'lost' bhp (re. old 42 billet vs old 46 billet).

Looks like it could be a win-win...

 

Surely for the ultimate road set up you should all be looking at the torque graphs. Still think the ultimate road turbo will be the SC38BB. Kev any news on this? Think it was expected in December but got delayed.

 

Interesting results! Any idea of a price to convert the current sc42 to the newer version? I haven't even taken it out of the box yet!

 

overall setup has a big impact, what works with a certain intake or exhaust, or manifold etc may not work with another one.

All i can tell you is mine goes off like a scalded cat (even more now lol), if your ever in the area let me know and i'll take you out in it see what you think

 

fmic will allways introduce more lag its simple science
tmic x amount of capacity to pressurise
fmic poss double the amount to pressurise
simplified pressurise a 6cm2 balloon
pressurise a 12cm2 balloon with same method of inflation
the 12cm2 ballon will take longer
and imho for a road car if i was doing it again wld have gone smaller turbo and used tmic
i mulled over the md321 and the sc46 and was swayed by feedback but just saying with fmic i can be a bit laggy and those graphs show nearly 2 bar of boost thru standard engine??
power made is restricted by the flow capable and the point at which a turbo is just blowing hot air
spoke to another mapper who said he has rarely seen 460 from the sc46 and said the norm is about 445-455

 

go search for harveys results on here mate, but its a long debated subject with back to backs showing they dont, but lets keep that off this thread there's loads of other to chat about it hahaha

 

Hi,

pop in for a FREE dyno run, lets see just how laggy it really is, if at all.

Cheers
Kev

 

Couldn't be fairer than that^ it may just be a mssive air leak somewhere. I had the same on my td05 16g. Didn't hit full boost til 4200rpm. Couldn't find the fault. Even changed turbo. Went back to oem headers, Checked map. And then found that one side of the Inlet manifold was hand tight

 

Hi,

dealing in tuning and supplying tuning products like turbochargers we see a lot of people straight away pointing the finger of blame towards the turbo should their car not make the power they expected.

True you can get the odd one that has an issue but its usually down to supporting mods, air leaks, faulty dump valves bleeding boost away, poor mapping and various other reasons such as up pipes, down pipes and the biggest killer of all oil feeds.

Some of the sleeve bearing turbos have been fitted to cars which previously had ball bearing turbos, the oil restrictor not being removed, sleeve bearing turbos need more oil than the ball bearing cored ones and the core soon siezes up if this has not been addressed.

Vice versa, ball bearing cores need less oil and a restrictor is supplied, some fitters remove it and over oil the core this doesn’t usually do damage but believe it or not it slugs spool quiet badly.

So many variables which is why any new design is tested on our own cars, then if successful they get strapped to one of our race cars and blasted round a track being pushed until we are satisfied the design is ready for release to the retail world, not many other tuners or tuning suppliers can claim they do the same.

Someone mentioned boost on the test SC42, yes we pushed it, its one of our own cars so we can push as hard as we like, someone has to test the turbo and the high boost test was to see if the new design exhaust housing chokes up, it didn’t.

Cheers
Kev

 

to put it into context
it achieves and holds the desired boost so no leaks and it wasnt meant to be a criticism more a fotnote that tmic and turbo is best for spool up and that fmic will increase xtra lag due extra volume of pipework

tbh ime prob going to go rotated with a gt30 with a .63 ar as next step anyway
steve simpson was ampping the car so i doubt he wld have missed anything

gaffer too far away or i wld take u up on ur offer tks

kev can u pm me a price for a rotated gt30 with .63ar incl pipework fitted tks

 

Hi,

didn’t take it as criticism but all constructive criticism welcome.

We see it a lot where BHP figures become obsessive, recently a car with a top mount and an SC38 billet made 380 BHP and on the road was stunning, fantastic spool and plenty of power, it certainly out performed the brakes and suspension.

However, customer had told his mates that he was going to get over 400 BHP, the 380BHP on the top mount wasn’t good enough, we advised he would introduce lag and costs associated with an FMIC and we were unsure that the SC38 Billet would make 400 BHP, some engines with one do and some don’t, as they say "horse to water" etc. but he wasn’t listening to us and went for an FMIC, a big FMIC, God knows where he got it from but it was a huge core.

Against all our advice we ended up fitting it and addressing the map, we got more power but not the 400, we got a tad over 390 BHP and lost 400 RPM's worth of spool, car was no longer nice to drive as it was before and still it had not managed the 400 BHP he needed to see.

Next step he asked us to put on a bigger blower as in SC40 Billet, we did and 400 BHP was seen at the cost of another 350 RPM of spool, I cannot deny it, car was quick but spool and hence road drivability was shocking, not something we were happy with or would recommend but customer.....OVERJOYED, loved it

Gt30 .63 and a rotated kit, now we are getting serious, allow £2124.00 + vat for the pair, discount available if you take both the pipe work and the turbo .

Cheers
Kev

 

what would the spool be like on a gt30 .63 on a 2.1 avcs and what sort of power could it run? also do they come in standard fitment?

 

I'v had 2 cars now with this ^ spec (rotated), here is the 1st one done by clinic ,mapped by pat on a (noisy/suspicious engine) so i'm not sure if pat felt confident to push it ,
on std heads/cams, power was on 20% meth, this 30 billet was the 1st version they did.


This one was on a 2.1 again but with ported heads and kelford 264 cams, power was on just v-power only at just under 2 bar, this 30 billet was the newer version.

 

Do the cams help with spool or more mid range/topend?

 

"PETE THINKS THIS IS S**T"

 

@ veerinder9.....Yes mate they most certainly do.

 

Sorry mate most certainly with what? Spool or topend? Lol

 

I'm guessing Glenn meant to answer shreksta's question about the OEM fitment GT30. I think he just addressed the wrong person???

If not, then just ignore me lol.

 

lol @ joz...No i was replying to veerinder9 mate,but that reply would be valid in response to shreksta`s question also buddy

Most uprated cams should give you improvements all through the range mate,but some specific profile cams are also available to give better performance in just a certain areas.

 

So standard fitment garrett is a no no then?

 

--

 

 

Any ideas as to why they are no good in standard location

 

Isn't it simply due to the tortuous (restrictive) route the air has to travel?

Rotated is much kinder in that respect.

 

Just not kinder to the wallet.........

 

Indeed! Full frame rotated kits not for the faint of wallet.

But compared to the OEM position versions, I believe you can expect spool to be anything up to 1000rpm sooner on their rotated counterparts.

 

I'm guessing you went with the bigger head studs for nearly 2 bar boost

 

Yes mate, the latest engine has 14mm ones.