DIY rotated and tmcc kit
12 May 2016, 09:36 PM
#3
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15 May 2016, 02:17 PM
#12
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Although it does need the bigger engjne I have sitting as I'm not seeing full boost until 5000rpm.
15 May 2016, 02:24 PM
#13
5000rpm?!?!?!
Is that right? Even with the shortest pipework I have ever seen? When you say it is a 500hp turbo, do you mean 500whp (so nearly 600fhp?)
it looks absolutely fantastic mate, a real credit to you, I would love to be able to do something like this.
Is that right? Even with the shortest pipework I have ever seen? When you say it is a 500hp turbo, do you mean 500whp (so nearly 600fhp?)
it looks absolutely fantastic mate, a real credit to you, I would love to be able to do something like this.
15 May 2016, 04:50 PM
#14
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Boost pipe work has nothing to do with what rpm it makes boost, just response time during gear changes etc.
Should see 1.5 bar by 4500rpm with the 2.5 engine, which is good.
15 May 2016, 05:16 PM
#15
That's good?!?! Even on my 2.1 with standard heads I was doing 500hp with full boost before 4k....
15 May 2016, 06:30 PM
#16
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15 May 2016, 06:37 PM
#17
T38 hybrid turbo technics s206.
That was non billet too. On my new engine with avcs and all the kit, 0.5bar is in at 3k and 2bar by 3.7ish. To be honest it's hard to tell as I'm usually holding on for dear life by then.
That seems monstrously laggy, on a 2.0 that's like 2k of usable power. It must be horrendous to drive? Is it standard exhaust manifolds etc?
That was non billet too. On my new engine with avcs and all the kit, 0.5bar is in at 3k and 2bar by 3.7ish. To be honest it's hard to tell as I'm usually holding on for dear life by then.
That seems monstrously laggy, on a 2.0 that's like 2k of usable power. It must be horrendous to drive? Is it standard exhaust manifolds etc?
15 May 2016, 06:51 PM
#18
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T38 hybrid turbo technics s206.
That was non billet too. On my new engine with avcs and all the kit, 0.5bar is in at 3k and 2bar by 3.7ish. To be honest it's hard to tell as I'm usually holding on for dear life by then.
That seems monstrously laggy, on a 2.0 that's like 2k of usable power. It must be horrendous to drive? Is it standard exhaust manifolds etc?
That was non billet too. On my new engine with avcs and all the kit, 0.5bar is in at 3k and 2bar by 3.7ish. To be honest it's hard to tell as I'm usually holding on for dear life by then.
That seems monstrously laggy, on a 2.0 that's like 2k of usable power. It must be horrendous to drive? Is it standard exhaust manifolds etc?
15 May 2016, 06:54 PM
#19
15 May 2016, 08:54 PM
#20
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16 May 2016, 10:59 AM
#22
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16 May 2016, 11:11 AM
#23
Sounds like it's better suited to the upper end of the scale then for 500bhp applications. As you say, it may work better on a 2.5 lump rather than a 2.0L engine. For that price it's excellent value for money I agree, but is certainly compromising your power delivery being slightly too big I'd say.
Just looking at the pics again, it's quite comical how big this is against the 16G turbo. No wonder full power is so high up the rpm range. lol
I love it! Great engineering though, top work as always.
Just looking at the pics again, it's quite comical how big this is against the 16G turbo. No wonder full power is so high up the rpm range. lol
I love it! Great engineering though, top work as always.
16 May 2016, 12:33 PM
#24
These big holset units will not spool as well as a Garrett turbo of similar size because they are designed for use on big displacement diesel engines. Internally gated, big AR turbine housing and Lack of billet wheel is all against it. They are cheap, very reliable and do what they are designed to do.
What size up pipe are you using?
What size up pipe are you using?
16 May 2016, 05:41 PM
#25
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Sounds like it's better suited to the upper end of the scale then for 500bhp applications. As you say, it may work better on a 2.5 lump rather than a 2.0L engine. For that price it's excellent value for money I agree, but is certainly compromising your power delivery being slightly too big I'd say.
Just looking at the pics again, it's quite comical how big this is against the 16G turbo. No wonder full power is so high up the rpm range. lol
I love it! Great engineering though, top work as always.
Just looking at the pics again, it's quite comical how big this is against the 16G turbo. No wonder full power is so high up the rpm range. lol
I love it! Great engineering though, top work as always.
16 May 2016, 05:46 PM
#26
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These big holset units will not spool as well as a Garrett turbo of similar size because they are designed for use on big displacement diesel engines. Internally gated, big AR turbine housing and Lack of billet wheel is all against it. They are cheap, very reliable and do what they are designed to do.
What size up pipe are you using?
What size up pipe are you using?
This is only a 9cm exhaust about .65AR, not that big.
Internal gate or external will make no difference to spool? Only problem is if the gate is too small it will boost creep up the revs, this doesn't.
My uppipe is 1.5" bore, I searched all over for definitive sizes re BHP requirements to no avail. Is it too small for it?
Regards boosted
16 May 2016, 05:55 PM
#27
Up pipe and exhaust manifolds are clever things (I'm not saying you aren't clever) places like rcm etc think bigger is better. And it doesn't work.
I think my up pipe is 1.25" iirc. But the whole design makes it flow better, spool faster etc.
I'd say the standard cast manifold is part of the issue
I think my up pipe is 1.25" iirc. But the whole design makes it flow better, spool faster etc.
I'd say the standard cast manifold is part of the issue
16 May 2016, 05:55 PM
#28
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On a side note I had a similar turbo (same compressor but slightly bigger turbine wheel, same AR) on my 2.0 16v golf, with 8:1 compression I was getting 2.0 bar boost by 4300rpm, I think it will take the 2.5 to get somewhere near this spool time.
Anyway who needs full boost at 3600rpm!?!? The engine can't do much with it!
Anyway who needs full boost at 3600rpm!?!? The engine can't do much with it!
16 May 2016, 05:59 PM
#29
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Up pipe and exhaust manifolds are clever things (I'm not saying you aren't clever) places like rcm etc think bigger is better. And it doesn't work.
I think my up pipe is 1.25" iirc. But the whole design makes it flow better, spool faster etc.
I'd say the standard cast manifold is part of the issue
I think my up pipe is 1.25" iirc. But the whole design makes it flow better, spool faster etc.
I'd say the standard cast manifold is part of the issue
2.5 going in the morn, along with ported headers.
By my calculations the 1.5" up pipe is 12cm squared in section, mated to a 9cm squared turbo seems well matched? 1.25" is 10cm squared, not sure if this would create too much heat and restrictive pre turbo?
Rcm is about 2"!!
16 May 2016, 06:13 PM
#30
My car is Jacked up and coolant draining....
2.5 going in the morn, along with ported headers.
By my calculations the 1.5" up pipe is 12cm squared in section, mated to a 9cm squared turbo seems well matched? 1.25" is 10cm squared, not sure if this would create too much heat and restrictive pre turbo?
Rcm is about 2"!!
2.5 going in the morn, along with ported headers.
By my calculations the 1.5" up pipe is 12cm squared in section, mated to a 9cm squared turbo seems well matched? 1.25" is 10cm squared, not sure if this would create too much heat and restrictive pre turbo?
Rcm is about 2"!!
It's all about exhaust gas velocity