What is the size relationship between a t3 and 16g turbo?
A 16g is about the size of a t3 with a 50 trim compressor wheel. The trim of the wheel is a measurment the bigger the trim the larger the wheel. You can also get a t3 with a 6o trim compressor wheel.
Is their a difference between a Killer 16g and 16g turbo?
A 16g is a mitsubishi turbo charger designated by the tdo5h model number this is comperable to a t3 like earlier stated. There are to 2 types of 16g turbos the Big 16g and the regular 16g. The Regular 16g can support up to 320hp efficiently and the Big 16g(Bigger compressor wheel and housing..like a t3/4 50 TRIM/.82 a/r) can support up to 400+ hp. Both models can be had with a ballbearing option. This is designated by the "killer" option. I use to have this before I disentegrated my turbo. Ballbearing turbos are not as resilleant (sp?) and are not rebuildable.
Is anyone using a ball bearing turbo or is that the standard in most turbos now?
Ball bearing turbos are expensive and high maintance. They cost double the price of a regular turbo but aid greatly in spoolup time. If I were to use a t3/4 on a pro I definatly use a ballbearing center section.
What are all the modifications one can do to a turbo...I believe some mods are balancing, clipped compressor wheel, different size compressor wheel, different size housing (exhaust side?)...anything else?
Balancing and blueprinting a turbo basically has all the moving parts in the turbo to be precisley the same size relative to all the other moving parts. This ensures smooth operation, quick spool up and greater efficiency. Clipped wheels aid in spool up time as well. It is imparitive that this is done properly because it can greatly hinder the efficiency of the turbo.
The turbo is composed of 2 sides. The exhuast side (turbine) that is a fan thet gets spooled up by exhaust gasses and the cold side(Compressor section looks like a snail) that is connected to the hot side turbine via center shaft. So basically in simplified terms a turbo is 2 bladed wheels on a center shaft with 2 different housings. When you increase the blade size on either exhaust side or cold side you get more flow but slower spool up time. When you increase the housing on both you get greater flow as well but more lag. Hybrids like the t3/t4 have a small t3 turbine that spools up quickly. This inturn spins the shaft that gets the compressor wheel fan thingy spinning and scoops up air and whips it around inside the snail housing and forcefeeds into the intake manifold thus pressurizing it. Different housing sizes and compressor and turbine wheels change the charectersitics of a turbo. I hope this pretty simple explanation kinda gives a clear picture on how a turbo works.......its really not that complicated in theory. It starts getting complicated determining what peices and parts to use with what. And how to effectivly match a turbo charger to an application through compressor maps, exhaust energy ect.
Also sine we are on the topic of t3/t4 here is what I would go with if I were to do it
T3/T4 ball bearing center section, blueprinted and balanced.
compressor wheel 46 or 50 trim T04E
compressor housing .50a/r TO4E
turbine wheel 76 trim t31
turbine housing .63 a/r T3
Well thats my suggestion but thats just me
