New Project

[spoolinmp3]

Well my car is in peices now since we are working out the fitting on the new turbo kits.

Since all of my original turbo kit is off the car now I am going to send out everything to get sand blasted and thermal coated(I/C pipes, manifold, turbo housing) in a silver finish.

We will also be plumbing an external wastegate to the manifold. I am thinking about using a Tial unit since they are excellent quality and they have a trick blue anodized finish plus Tial makes the baddest wastegates under the sun but damn they are so much$$$$$:mad:

I am contemplating if I should run my external wastegate out into the atmosphere though. They sound cool on Supras when the wastegate is dumping into the atmosphere via its own little dumpipe. Wondering on how this will sound on our little 4 bangers though....perhaps I may just route it back into the downpipe.

Also another thing I am contemplating is wether I should switch out turbos. We know how a t3 and 16g react to our motors but I want to try a t3/t4. Do a little R&D on it and see what the boost threshold is and see what numbers we can pull from it.
Part of me wants to stay with my current setup though because I like the responsiveness and I honestly am satisfied with the power output for now. I want to eventually auto X and the t3/t4 is more of an all out topend turbo for the expressway or dragstrip use.............hmmmm...........decisions.......decisions(laugh)

 

[LinuxRacr]

(thought)

 

[lowerdfool]

I'd say stick with the T3. That's about the proper size for the boost levels you'd be running. a t3/t4 seems like more around the range of 15 to 20 psi from what i've read about it.

 

[Kooldino]

don't go bigger than a T3. It'd really be overkill.

 

[spoolinmp3]

Basically it would be for R&D purposes to see what type of numbers it would pull and what would be the boost threshold(lag). I just rode today in a 1.8L Miata with a t3/t4 and it felt nice, a little laggy but nice.
We will see what transpires
Probably just gonna stick with the original turbo though

 

[APEXistud]

I'd say stick with the T3. That's about the proper size for the boost levels you'd be running. a t3/t4 seems like more around the range of 15 to 20 psi from what i've read about it.

HUH??? :wtf: 15-20 PSI.... Anyway, I say definately do a bit more research on a T3/T4. I'm sure, with proper tuning and proper wheels of course, that a T3/T4 would be awesome. Of course like you said, it may be bit a laggy, but that would also make it more daily drivable. Not to say that a T3 isn't daily drivable, but lagging boost isn't bad. It all depends on where you want your power at.

 

[LinuxRacr]

Would be interesting to see, being as to how no one else has done it.

 

[Antoine]

The more we try...the more will be known...the more can be done.

Spoolin was the first to turbo the MP3...it's only natural he will try another first.

 

[lowerdfool]

HUH??? :wtf: 15-20 PSI.... Anyway, I say definately do a bit more research on a T3/T4. I'm sure, with proper tuning and proper wheels of course, that a T3/T4 would be awesome. Of course like you said, it may be bit a laggy, but that would also make it more daily drivable. Not to say that a T3 isn't daily drivable, but lagging boost isn't bad. It all depends on where you want your power at.

stated in Maximum Boost by Corky Bell / page 24 chapter 3

"A compressor has a particular combination of airflow and boost pressure at which it is most efficient. The trick in choosing optimum compressor size lies in positioning the point of maximum effenciency at the most useful part of the rev range."

also a paragraph down

" Larger or smaller compressors do not have a huge effect on turbo lag or boost threshold. The compressor wheel is the lightest rotating part of the turbo: hense, its contribution to the total inertia of the rotating assembly is fairly low. Boost threshold is mostly a function of the turbo's speed, which is controlled by the turbine."

I doubt he'll be running more than 12-15 psi out of any turbo put on the fs motor. Basically meaning that the t3/t4 wouldn't be worth much unless your running higher boost on a motor that can handle easily 15 to 20+psi without blowing head gaskets and breaking down. IE a nissan SR20DET. If you want your peak horsepower tune a T3 in and find the peak psi our motors can handle with forged internals. That's just my .02 cents. Also the T3 would probably be better for daily driving than the t3/t4 by a long shot.

 

[APEXistud]

Iwas saying :wtf: because just like all of us should know by know....boost is adjustable. There is now set level that you are stuck at. Of course, the true colors of different sized turbo's will shine depending on where they're optimal level of boost is at. But then, when you think about it, this optimal level changes depending on the size, build, and strength of what ever motor you're putting the turbo on.

When we take into consideration that everyone want's their power at different points of the revband on their cars, we realize that different sized turbo's are going to be needed. For example, the T25 being used on the Mazdaspeed is sufficient for most people, but people like me or Spoolin may want power to go a little further into the revband. I for one want power to deliver straight to redline.

So, after doing a bit of research I'm assuming that stop light runners and people who like to flex from a 30mph roll would want a T04E Compressor 50 Trim .50 housing, T31 Turbine T3 Exhaust Housing w/.63 A/R. Once tuned with this combination on a 2.0L motor, actual boost should kick in at or around 2900-3250 rpm. Strong boost onset being deilvered at or around 3900-4250rpm.

Freeway runners (people who like to run at 60mph+) like me, would want a T04E Compressor 60 Trim .60 Housing, same turbine and exhaust housing as listed above, but with an .82 A/R. This setup should give you gut busting boost anywhere from 4800-6000rpm depending on how you tune your setup. Mild boost should kick in around 3800-4200, the variance being so wide because who knows how you'd tune it.

 

[spoolinmp3]

Very true Apexi

 

[lowerdfool]

I myself prefer the twisties. but as for straight line power i can see where your coming from. because you can keep that power through the shifts.

 

[spoolinmp3]

I myself prefer the twisties. but as for straight line power i can see where your coming from. because you can keep that power through the shifts.

Definetly the t3 is well balanced turbo for our applications. But if all out power is your forte then the t3/t4 is a nice consideration. Even though the t3/t4 utilizes a t3 turbine there is definetly a higher boost threshold vs a straight t3.
I would not utilize a t3/t4 if I autocrossed or daily driving was an important factor.

The t3/t4 is for topend power.
We just want to experiment with it and see how it reacts. I think apexi's numbers concerning boost onset and threshold are very good predictions.

All I am trying to say is that a t3/t4 is not overkill it just depends what a paticular person wants out of a setup.

I would opt for a t3 over a hybrid but thats the charecteristics I am looking for, a nice well balanced turbo with excellent boost threhsold charecteristics and a reasonable compressor efficiency rating on our 2.0 liters

 

[chdesign]

Just get a HKS GT2535 then you are good to go man

 

[blynzoo]

Spool, could you tell us a bit more about the 16g and how it compares in spec to the t3? What compressor do you run, etc?
Thanks!

 

[spoolinmp3]

Spool, could you tell us a bit more about the 16g and how it compares in spec to the t3? What compressor do you run, etc?

blynzoo,
The 16g has many variations but the numerical designations for turbine, compressor and housing sizes are tottaly different than the standardized and generic garrett specs. After destroying my first turbo I was running was a big 16g. This has the same size housings as the regular 16g but a bigger compressor wheel. I currently run a regular 16g with a 7cm turbine housing. This is essentialy the same as a 6o trim garrett t3. The 16g has a slightly higher efficiency in the upper end, they are good for 350-375hp. But the garrett t3 is basically the same turbo as te 16g. I originally went with a mitsu because they are very strong and reliable turbos. But they are more xpensive and harder to come by. The advantage of garrett is that there are so many more variations and combinations to work with and garrett is a less expensive turbo. This why all the eclipse boys are switching out to garretts. I like both makes
Another cool tid bit is that the tdo5h 16g came on the Evololution 3&4 and possibly5 (not sure on the last one)

 

[PhyschoMP3]

I think you should make all the internals of the engine stronger and run 15 psi so you could hit a 12 second quarter mile. That would be awsome. Or do like a engine swap and put a huge turbo that would also be nice. I think we need to get some drag racers in this forum.

 

[spoolinmp3]

I think you should make all the internals of the engine stronger and run 15 psi so you could hit a 12 second quarter mile. That would be awsome. Or do like a engine swap and put a huge turbo that would also be nice. I think we need to get some drag racers in this forum.

The problem with that is that our tranys will most likley not hold that power. To run a 12 sec 1/4 we would need a complete overhaul in the tranny. This is why I have not pursued higher power regardng upgraded internals

 

[chdesign]

I think i smeel another FE3 debate going on here.

 

[spoolinmp3]

I think i smeel another FE3 debate going on here.

(flame2)