pk951

What makes for fast spool turbine side smaller a/r smaller wheel.

The question is to find the right a/r, and wheel.

Most of the venders who are familiar with our cars will know what works, and what doesn't work.

Useuly kkk#6 hot side will spool faster than#8.

For bigger HP #8 is recommend.

A to4e with 50 trim and 50 A/R and #8 turbine side should be a good choice in my opinion.

So to sum it up big turbine A/R big wheel more lag.

Compressor Wheel has no bearing on spool up.

Just some thoughts.

Matt H

Turbo lesson #1 - Don't go with the biggest turbo you can find.

Agree - mine is far from stock. Should have made that more clear.
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rage2

Not exactly true... it does have an effect on spoolup, just not as big of an effect as changing exhaust wheels/housings.

J Chen

I second that Rage.
Firstly bigger compressor wheel
equals more weight.
Secondly a bigger wheel will
have a bigger blade area to bite
more air which also increases
drag. Unless you have more than
enough exhaust gas to overcome
the above, the byproduct of going
too big will only lead more turbo lag.

porshhhh951

I personally think since I am a hot rodder that at Gt30 will be the turbo I go with. Ofcourse the install will be interesting but, I think with the new design the hp will be un deniable(we will see).

I also the like to4e#8. I know of guy's still having plenty of room to grow at 400+to the wheel's.

hosrom_951

First of all, the K26/6 has a a/r 60 hot side? and a a/r 60 compressor? or what?

Darius Juca

For example: a certain size compressor makes 20 psi boost at, lets say, 90,000 RPM. A compressor twice the size will also make 20 psi at 90,000 RPM (maybe a little less). The real difference is that the bigger compressor can flow more volume, therefore feed a bigger engine or make more boost and still be effecient. No turbo can turn 200,000RPM without destroying itself.
Turbo Tommy

sorry what I meant is cfm.....a bigger comprerssor will flow same or more cfm at lower rpm.....not boost pressure.

But I also have to disagree with you..I know from my experince in diesel engines that a turbo can do 200.000 rpm.....in diesel that is..but that is besides the point ..what I was trying to illustrate is that a bigger turbo will NOT thrash and heat upt he air charge as much due to MUCH lower rpm....the TO4b and T04E were first used in turbo diesel engines..and while you are right that is not psi that im most important but cfm it is also important that the air charge is not heated as much by the turbine rpm....colder air ..more power..but still a T04E still achieves the same psi at not too much but lower compressor turbine RPM than smaller turboes similar in size of a k26...
as far as the rest you have very good info..

Darius Juca

I am not too familiar with the GT series in our cars..anyone care to explain teh details differences...I think TonyG ran a GT25 ...before the HIFI

daniel951

So can the 60-1Hifi make more power then the To4E? I haven't yet went to the dyno to see what kind of power i am making but hopefully the #'s are over 320rwhp. Any ideas what i am making

rage2

The GT series turbos have a really wide compressor map. Mostly because of efficient turbine wheels, lightweight components, and a full ball bearing center section. You're not gonna make more peak power by slapping in a GT as compared to a similarly sized T04e, but you will have a wider powerband, as the GT series spools up quite a bit earlier.
If you're aiming for 320rwhp, a 60-1 would be a complete waste. That turbo is for guys that want to make 500-600whp. If you slap that in your car to make 320rwhp, you're going to have a small powerband because of laaaagggg. And no, you're not gonna magically make more hp as compared to a properly sized T04e.

daniel951

of course i want to hit those high of #'s except i would probably have too upgrarde to a 3.0L engine. So far with the turbo in it isn't too much lag for me but i haven't drove my car for a while because i have been working on it. Any advice rage on what to do to get good #'s?

rage2

Fill with race gas and turn up the boost .

MySwiss

This might give you guys a good example of what a change in turbine housing can doo. I whent from a 58 a/r on my 60 hi-fi to a 70 a/r on the same compresor. I ended up spooling 400 to 500 rpm later then with the 58 a/r. Which was still too late for my local Tremblant track (3.45miles). So I will either change from a P trim urbine wheel to o wheel with a 53 trim, and I will then report my findings.

cpt_koolbeenz

Yes Daniel, you have to look at the area under the curve... Your powerband (with full boost) will be very small but you can make high numbers. You will be king on the dyno, but get your *** handed to you if you try to put any of your big dyno numbers to work. Now, if you mod it, you can get best of both worlds. But I don't think a 500 hp car makes a good daily driver. IMO anything 450+ gets a little crazy for the street. When you are on boost, you are flying, when you are off boost, you are an NA (without a high comp ratio).

rage2

That's why there's no replacement for displacement! More displacement == faster spoolup == wider powerband == more torque off boost == more area under the curve.

You'd be surprised at how different (better!) the area under the curve is with an additional 0.3L of displacement.