the hustler effect. smaller A/R on bigger turbo = better spool.
#61
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Remember the "GT2871R" also comes in 3 different compressor trims.
Anyone with one of my manifolds gets my price on TiAL stuff. At least for the foreseeable future. I did order a seperate .64 v-band turbine as part of the buy in.
EDIT: I really mean you pay retail/lowest allowable price and pay less for the manifold/downpipe...yeah.
Paul's 2560 is the standard .64, I think the only way the smaller gt25 turbine comes in.
EDIT: I really mean you pay retail/lowest allowable price and pay less for the manifold/downpipe...yeah.
Paul's 2560 is the standard .64, I think the only way the smaller gt25 turbine comes in.
#63
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Last edited by TurboTim; 08-24-2009 at 10:47 PM.
#64
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I will not either unfortunately. I have not been to the dyno yet so I do not have a good baseline to compare it to. My main goal here is to create a larger and relatively unobstructed plenum for the WI injectors to spray into. The improved flow is another benefit from doing so.
If you do do it, it takes time, even with a die grinder and a large burr. I probably have about 4-6 hours in it so far, and will probably have about 10-12 hours in it before I am completely finished. The upper manifold goes quickly, and a lot of it can be busted out with a chisel. The lower takes a lot more time, mostly due to the thick webs between the adjacent runners. I am probably going to leave a lot of that material there in fact.
It is still less time than it would take for me to fabricate a new one from scratch. The adapted Edelbrock manifold could probably be done pretty quickly with a band saw and a TIG, but then the cost of the Edelbrock manifold has to be considered.
I'll start a new thread and post up some pictures and what not when I finish it. I am snapping photos as I go. It will be a few weeks until I have the dyno plots though. I have a lot of other work to get done as well, like replacing the pistons.
Thread jack over.
Last edited by ZX-Tex; 08-24-2009 at 10:54 PM.
#65
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It also looks like the results are what one would expect. That is, reduced torque at lower RPM but more torque at higher RPM, and a cross-over point at about 5K-5.5K RPM.
#69
This argument shouldnt even be an argument. From the first post with that graph showing a 35R outspooling a 30R with the SAME a/r. Thats not going to happen.
I may not have a miata anymore but I have a Honda S2k. I have a 3076R and I have ridden in 35R cars and they lag a LOT more and every dynochart I have ever seen shows a 3076R spooling 500rpm sooner than its 35R counterpart, so that first dynochart is inaccurate. Secondly, youll make a good 15-20whp more with a .82 or .86 housing over a .63 or .64 depending on if you are T2 or T3 flanged. I would not even begin to use a 30 series turbo on a T2 flange...it just doesnt have the turbine wheel to match the compressor. The larger backside ( hotside ) gives lower egt's, keeps exhaust reversion at bay ( good for detonation suppression ), and is just more efficient and youll lose 200rpm of spoolup from a .63 to a .82....trust me the tradeoff is worth it.
I run a EQ manifold, stock engine ( f20c1 ), 3076R .82, AEM, etc...
I make 431whp / 282 ftlb @ 12psi. full boost @ 4300rpm all the way to 9000rpm. The torque curve is completely flat to redline. With the .63 hotside people drop torque in the upper rpms and lose overall topend HP. Best to make use of the power deeper into the rpms IMO.
I may not have a miata anymore but I have a Honda S2k. I have a 3076R and I have ridden in 35R cars and they lag a LOT more and every dynochart I have ever seen shows a 3076R spooling 500rpm sooner than its 35R counterpart, so that first dynochart is inaccurate. Secondly, youll make a good 15-20whp more with a .82 or .86 housing over a .63 or .64 depending on if you are T2 or T3 flanged. I would not even begin to use a 30 series turbo on a T2 flange...it just doesnt have the turbine wheel to match the compressor. The larger backside ( hotside ) gives lower egt's, keeps exhaust reversion at bay ( good for detonation suppression ), and is just more efficient and youll lose 200rpm of spoolup from a .63 to a .82....trust me the tradeoff is worth it.
I run a EQ manifold, stock engine ( f20c1 ), 3076R .82, AEM, etc...
I make 431whp / 282 ftlb @ 12psi. full boost @ 4300rpm all the way to 9000rpm. The torque curve is completely flat to redline. With the .63 hotside people drop torque in the upper rpms and lose overall topend HP. Best to make use of the power deeper into the rpms IMO.
#72
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I saw results from a gutted '99 IM - 10whp. Really disappointing. I'm testing a new IM in 3 weeks, back-to-back, so we'll see.
Last edited by Savington; 10-02-2009 at 04:07 AM.
#75
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btw, I had sex with angelina jolie. I dont need to prove it to you. the only proof I need is that I did it.
#79
this is an interesting thread. I have a 2871 with a .68AR. The top end is a little lacking, but it makes monster torque numbers at a really low rpm. At 14psi it makes 320ft/lbs at 4000. you can tell it really starts to run out of effeciency on the top end as HP really stops climbing at about 6200 rpm. I've wanted to try the larger AR or maybe a bigger turbo, but I've found what I have suits my needs really well. It probably could be better, but the devil you know is better than the one you don't...