Took the Chinacharger T3 turbo plunge! (now with logs)
08-10-2009, 04:12 PM
#44
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How did I miss this thread...
Yet again, the ebay is calling me for cheap turbo options. I'm now on an even lower budget than before, so I don't know if I can even afford this. Good to see people trying the ebay stuff though. I don't see why it can't be as reliable, or at least close to something like Garrett. If not, for 1/5 the cost, why not.
Exactly what is your spool now? You say you aren't happy with it? Is it much improved from the old setup?
Yet again, the ebay is calling me for cheap turbo options. I'm now on an even lower budget than before, so I don't know if I can even afford this. Good to see people trying the ebay stuff though. I don't see why it can't be as reliable, or at least close to something like Garrett. If not, for 1/5 the cost, why not.
Exactly what is your spool now? You say you aren't happy with it? Is it much improved from the old setup?
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08-10-2009, 04:18 PM
#45
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I see to be hitting 13psi in 4th at around 3600RPM, was closer to 3700-3800. My issue is, in 2nd and 3rd the number is significantly higher, so I was hoping for a turbo that was a little outputting a little better in low-rpms in low gear.
My butt dyno says I got more low-end and less torque "surge," but the real dyno will be able to tell for sure.
My butt dyno says I got more low-end and less torque "surge," but the real dyno will be able to tell for sure.
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08-11-2009, 01:40 AM
#50
Nice! It looks good. Go to home depot, get some aluminum tape, it's like $5/roll. Excelent stuff, wrap those heater lines in it.
If you want toi go all out, get that, and the 'water heater/pipe tape', also aluminum, but with a thick layer of foam.
I stopped losing hoses/wires when I wrapped everything in it. Super cheap, stays on, and works better.
The second fitting is on the far side of the diaphram, if you don't want to reference atmospheric.
If you want toi go all out, get that, and the 'water heater/pipe tape', also aluminum, but with a thick layer of foam.
I stopped losing hoses/wires when I wrapped everything in it. Super cheap, stays on, and works better.
The second fitting is on the far side of the diaphram, if you don't want to reference atmospheric.
Can you get the tape with the foam at home depot to? I only saw the metal tape.
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08-11-2009, 08:46 AM
#52
Boost Czar
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It would have been better if he had dynoed against my previous turbo, as they were the same thing, albeit my compressor was .07" larger.
We also share the same intercooler and 3" exhausting. And while I have a ported head, he has that shortly ETD manifold, so it would be a pretty cool comparison.
We also share the same intercooler and 3" exhausting. And while I have a ported head, he has that shortly ETD manifold, so it would be a pretty cool comparison.
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08-11-2009, 03:15 PM
#55
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oh yeah, in case any one cares:
Garrett 50 trim T3:
compressor: 48mm in. and 60mm ex
turbine: 48.7mm exducer and 59mm inducer.
eBay 50 trim T3:
compressor: 42mm in. and 60mm ex
turbine: 45mm exducer and 63.5mm inducer.
Garrett 50 trim T3:
compressor: 48mm in. and 60mm ex
turbine: 48.7mm exducer and 59mm inducer.
eBay 50 trim T3:
compressor: 42mm in. and 60mm ex
turbine: 45mm exducer and 63.5mm inducer.
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08-11-2009, 06:53 PM
#56
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I put together a DSM that belongs to a good friend of mine, we have been beating the **** out of his car since january...its an EBAY EVO GT...24lbs of boost and nothing less...so far its been wonderful. Im a believer...
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08-12-2009, 08:56 AM
#57
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Braineack, this is great that you are trying the Chinacharger's since they cost so much less than Garrett. It looks like the compressor ext is equivalent of GTxx60, but the rest are different. Newbie question here, which Garrett is the closest equivalent?
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08-12-2009, 09:36 AM
#58
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If it were a brand new Garrett offering it would be labeled as a GT2960 50 trim.
Garrett has a pretty straight forward naming convention:
It will always start with GT
The next two digits correlate with turbine size series
The next two digits correlate with compressor diameter in mm
The last four represent characteristics like Ball Bearing (R) or Variable Nozzle (A)
On paper my old Super 60 T3 wheel is the same as a GT2860 compressor wheel. The measurements and trim are identical, I believe the new Garrett turbos have a slightly different profile/shape to improve efficiency.
You can see here how a 2560 and a T3 Super 60 are nearly identical as far as compressor maps are concerned:
Where the T3 differs is the turbine, it has a larger turbine than a GT28 series turbo. But just slightly smaller than a GT30 turbine. This is why I've always found it funny when people call a GT2560 large. This is why my spool has always been on the slightly sluggish side, but I've always made great power and torque at redline.
The new compressor wheel, why still physically larger than a GT2854 or GT2557, outputs at the GT2554 & GT2854 levels, due to the trim:
Notice both at 1.8PR (12psi) run out of efficiency around 25 lb/min (+/- 230BHP)
This is why I swapped wheels, since I'm autoxing more and DD the car pretty much all summer, I wanted something a little more peppy down low. My butt dyno says I've picked up around 20 ft/lbs below 4K. I can tell I've lost a little up top, but that could be an effect of the drop in peak torque, not sure if the torque at redline is still around where I was prior.
Now while I'm still not getting to peak boost (13psi) much faster, I've noticed I'm in low boost faster and it feel quicker as it spools. I had to add a bunch of fuel where I spool so I know it's outputting more torque. The previous wheel made boost fast too, don't get me wrong, but I notice that I'm however at 2-3psi if I'm not even trying, It's much easier to get this turbo from vacuum to boost lets say. I'm enjoying driving it around so far and hopefully it's all not a placebo effect and the dyno confirms my butt.
Garrett has a pretty straight forward naming convention:
It will always start with GT
The next two digits correlate with turbine size series
The next two digits correlate with compressor diameter in mm
The last four represent characteristics like Ball Bearing (R) or Variable Nozzle (A)
On paper my old Super 60 T3 wheel is the same as a GT2860 compressor wheel. The measurements and trim are identical, I believe the new Garrett turbos have a slightly different profile/shape to improve efficiency.
You can see here how a 2560 and a T3 Super 60 are nearly identical as far as compressor maps are concerned:
Where the T3 differs is the turbine, it has a larger turbine than a GT28 series turbo. But just slightly smaller than a GT30 turbine. This is why I've always found it funny when people call a GT2560 large. This is why my spool has always been on the slightly sluggish side, but I've always made great power and torque at redline.
The new compressor wheel, why still physically larger than a GT2854 or GT2557, outputs at the GT2554 & GT2854 levels, due to the trim:
Notice both at 1.8PR (12psi) run out of efficiency around 25 lb/min (+/- 230BHP)
This is why I swapped wheels, since I'm autoxing more and DD the car pretty much all summer, I wanted something a little more peppy down low. My butt dyno says I've picked up around 20 ft/lbs below 4K. I can tell I've lost a little up top, but that could be an effect of the drop in peak torque, not sure if the torque at redline is still around where I was prior.
Now while I'm still not getting to peak boost (13psi) much faster, I've noticed I'm in low boost faster and it feel quicker as it spools. I had to add a bunch of fuel where I spool so I know it's outputting more torque. The previous wheel made boost fast too, don't get me wrong, but I notice that I'm however at 2-3psi if I'm not even trying, It's much easier to get this turbo from vacuum to boost lets say. I'm enjoying driving it around so far and hopefully it's all not a placebo effect and the dyno confirms my butt.
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