The higher the compression the longer it takes to spool. There is not enough exhaust gas to spin the turbine faster when you add more material to the piston and make the combustion chamber smaller.
Lower compression allows better spoolup, more timing advance, and boost.
This is absolutely wrong. you couldnt be any more wrong with this uneducated statement. Higher comrpresoin allows FASTER Spoolup because there is more pressure inside the cylinder and more exhaust energy and as it flows into the exhaust tract and puts force on the turbine wheel, it will do more work since there is more kinetic energy. Lower compression increases lag since there is LESS pressure and when the exhaust enters the manifold and turbine housing, it has less kinetic energy and therefore cannot to the same amount of work in the same period of time that higher compression engines can do.
Higher compression allows faster spool, increased low and mid range torque, better throttle response during off-boost conditions. the problem is that higher compression limites the amount of boost an engine can tolerate. thats why blower kits and turbo kits for NA motors are only designed to run LOW LEVELS of boost. If higher levels of boost were administered, the engine intake and combustion temps would be higher and would increase knock and detonation, raise EGT's and melt pistons. ATI procharger for Fbody V8s only run 4-8psi. Honda turbo kits only run 5-9 psi... I run 15 psi on pump gas daily on the DSM. On a track day we will crank it up to 20 psi, and we run 8.5:1 pistons from the 2G eclipse. trust me, i know what im talking about.
Actually yes, they are not similar. If I look at a square and another square they may look the same. but the center section measurements are completely different and the location of each bolt hole is off as well.
You just contradicted yourself champ. You just said it wasnt similar at all, then you said if you look at 2 squares they may look the same...so which is it, does it look the same or not? say what you mean, and mean what you say.
And since those pictures are not to scale there is no way for you to ascertain the location of holes and dimensions of those 2 items unless you physically are comparing them in first person. The only way to see if a T3 will bolt onto a MSP is either Trial and error, or calculations thru comparisons. have you done either? i dont think you have. if so, please share the specs. im interested in knowing how far they are off. if its not much, ill go into business by manufacturing adaptor plates to bolt on T3 turbos, or even T3/T4 hybrids.
I thought u got compressor surge at 13 psi on the t25? So how where the DSM guys running like 18 psi on the turbo stock (until it cranked walked and screwed the motor LOL). Are we sure its the same? Or ae they just stupid?
Turbos dont compressor surge at high boost levels. they only surge when the Pressure ratio is high and the air flow is low. thats surge. Crank walk isnt caused by high boost either. its caused by thrust loading on the crankshaft, misaligned bearing saddles and/or poor material quality in the bearing shells. Power shifting, clutch dumping, or heavy duty clutch pressure plates Accelerate/aggrevate the problem. Running 18 psi on a turbo that small IS idiotic. at that boost level, the compressor is redlining itself and operating WAY outside of its efficiency range. its heating up the air more than its compressing it. and when it heats it up, thats when you get intercooler heat soak and excessive detonation. now on a knock-referenced ignition system, the timing will get pulled, and the EGT's will skyrocket, and youll melt pistons and crack manifolds. seen it happen a million times in the DSM crowd. i know from experience.
Oh yeah by the way all the silvas ran a little different turbos. Thats from a 180.
You are correct sir!
however its a T25 nonetheless. then they got upgraded to a T28, a little bigger, flows more air at the same boost levels so it will support more HP. Btw, sylvia and 180 arent exactly the same car. the T25 from the 180 probably has smaller Trims and ARs than the sylvia. The trims of the compressor and turbine wheels as well as the AR ratios of the compressor and turbine housings can be altered to fit the application even though the turbo it self is still in the same series.
Our MK3 Supra comes w/ a T3 turbine housing, a Toyota CT26 compressor housing and a .48 trim compressor wheel. there is a .53, .57, .60 and the 60-1 compressor upgrades for this partuclar compressor housing. however, since the inducer, exducer and fin pitch are different than the stock wheel, the stock housing needs to be machined to match the new wheel. Compressor efficiency maps are rated for specific wheels, but putting them in different compressor housings will skew the numbers. its crazy, it really is...
(omg) (shocked) (rockon) (bling) (werd)
