Installed hopefully sometime in the next week
#24
I know what AR is, everyone just calls it trim for turbines. Slip of the tongue. Anyway there definitely is a T3 housing with .48 A/R stage 3 turbine wheel. I didnt think my imprecise language would be that big a deal.
Anyway, I spent like 8 hours and finally got it installed. I swear like 3 of those hours were spent dropping tools into the engine bay and not being able to find them again. And finding that I didnt have bolts to attach the oil drain line and having to find replacements from elsewhere in the garage/engine bay.
Anyway, I spent like 8 hours and finally got it installed. I swear like 3 of those hours were spent dropping tools into the engine bay and not being able to find them again. And finding that I didnt have bolts to attach the oil drain line and having to find replacements from elsewhere in the garage/engine bay.
#26
I know what AR is, everyone just calls it trim for turbines. Slip of the tongue. Anyway there definitely is a T3 housing with .48 A/R stage 3 turbine wheel. I didnt think my imprecise language would be that big a deal.
Anyway, I spent like 8 hours and finally got it installed. I swear like 3 of those hours were spent dropping tools into the engine bay and not being able to find them again. And finding that I didnt have bolts to attach the oil drain line and having to find replacements from elsewhere in the garage/engine bay.
Anyway, I spent like 8 hours and finally got it installed. I swear like 3 of those hours were spent dropping tools into the engine bay and not being able to find them again. And finding that I didnt have bolts to attach the oil drain line and having to find replacements from elsewhere in the garage/engine bay.
I know how you feel about dropping tools down in the engine bay, it happens to me all the time and then i cant find where they went. its like they have dissappeared forever.
#27
Ok just got back. The car makes 15 psi around 4000-4200 rpm and makes solid power all the way up to 7000+rpm with zero puke and die.
With the old turbo, I made a lot more boost down around the 2000-3000 rpm range but it would make a big lump of torque around 5000 rpm and then taper off and die. In hot weather it would heatsoak fairly quickly driving it to redline. Very inefficient.
With this turbo it feels completely N/A below 3000 and only like a strong N/A from 3000-3500. 3500-4000 rpm you can feel the turbo starting to feed back on itself and from 4000 onwards it just surges forward. I can tell I'm not even scratching the surface of what the turbo is capable of.
With the old turbo, I made a lot more boost down around the 2000-3000 rpm range but it would make a big lump of torque around 5000 rpm and then taper off and die. In hot weather it would heatsoak fairly quickly driving it to redline. Very inefficient.
With this turbo it feels completely N/A below 3000 and only like a strong N/A from 3000-3500. 3500-4000 rpm you can feel the turbo starting to feed back on itself and from 4000 onwards it just surges forward. I can tell I'm not even scratching the surface of what the turbo is capable of.
#30
What would timing have to do with it? I'm running a Link. And I make full boost over nearly the exact same RPM range- the only difference is that I dont make the same "partial boost" over the low RPM range. I also can't roll into the boost with partial throttle. I have to actually mash the throttle all the way to get full boost.
The bigger hotside lets me flow more exhaust, which lowers EGTs and lowers backpressure. Basically a small turbine backs up the exhaust and forces the engine to spend a lot more effort during the exhuast stroke. The downside is that I have to open up the throttle all the way to get boost instead of just having to crack it halfway. This is a real small downside. I am finding that I downshift a lot more instead of just mashing the pedals waiting for the turbo to spool
The heatsoak is from the compressor inefficiency. The T04B is basically a tiny island of so-so efficiency in a sea of really bad inefficiency (73% island, 50% at fringes). The T04E is a giant ocean of high efficiency (78% in the island down to 75% if I ran a ton more boost and RPM). Basically the more heat you make in the compressor, the more work the intercooler has to do. The T04E doesnt get the intercooler as hot as the T04B which means that intake temps stay lower, especially when you drive hard for more than 10 seconds.
The bigger hotside lets me flow more exhaust, which lowers EGTs and lowers backpressure. Basically a small turbine backs up the exhaust and forces the engine to spend a lot more effort during the exhuast stroke. The downside is that I have to open up the throttle all the way to get boost instead of just having to crack it halfway. This is a real small downside. I am finding that I downshift a lot more instead of just mashing the pedals waiting for the turbo to spool
The heatsoak is from the compressor inefficiency. The T04B is basically a tiny island of so-so efficiency in a sea of really bad inefficiency (73% island, 50% at fringes). The T04E is a giant ocean of high efficiency (78% in the island down to 75% if I ran a ton more boost and RPM). Basically the more heat you make in the compressor, the more work the intercooler has to do. The T04E doesnt get the intercooler as hot as the T04B which means that intake temps stay lower, especially when you drive hard for more than 10 seconds.
Last edited by beerslurpy; 02-23-2007 at 12:48 AM.
#31
Well, because you've got less of a restriction in your exhaust and your boost doesn't build as easily, you should be able to add have more timing advance during the boost-building RPM range. In addition, you've lowered you surmise that you've lowered intake temps due to the higher efficiency range.
So, do all these factors not add up to a little more timing (or boost...or leaner mixture?)?
So, do all these factors not add up to a little more timing (or boost...or leaner mixture?)?
#33
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Well, because you've got less of a restriction in your exhaust and your boost doesn't build as easily, you should be able to add have more timing advance during the boost-building RPM range. In addition, you've lowered you surmise that you've lowered intake temps due to the higher efficiency range.
So, do all these factors not add up to a little more timing (or boost...or leaner mixture?)?
So, do all these factors not add up to a little more timing (or boost...or leaner mixture?)?
PULLING timing in the pre-spool area of the map can heat up the exhaust gases and IMPROVE spool.
Discuss.
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