Best bolt-on turbo for 400 street whp ?
03-04-2012, 02:54 AM
#16
Drifting
Patrick, I don't understand why this is even considered without a dry sump, specific/sorted cam, and much else to make solid lifters worth the extra maintaince. Most of the solid lifter 951 cars I've seen, can't spin above 7K without oiling issues.
03-04-2012, 04:11 AM
#17
Three Wheelin'
I don't have any additional input on the turbo but...with the solid lifter stuffs, its best to use that money for better connecting rods. Despite being an internal engine part, they technically are held on by bolts. I guess that would make them a "bolt in" instead of a "bolt on", but that would be true for installation of a solid valve train, so I suppose it would still fit your upgrade guidelines.
I'm in the process of switching from a custom solid follower setup, to factory hydraulic followers on my 16V engine. I was changing cam profiles and the benefit of solid followers, just wasn't there, so I took the opportunity to go back to hydraulic.
Here's another thought (this could just be the 2nd or 3rd red bull talking though). Unless the car is being used, competitively, on a high speed road course, the need for solid cam followers becomes less, as the horse power increases. Here's why: a hydraulic follower can handle a short duration at high rpm before "pumping up" and valve float becomes an issue. With more hp, the time spent at high rpm, whether on the street or track, is reduced. I would only see hydraulic followers as a detractor during runs to red line in 4th and 5th (140 to 145 and 170 to 180 mph , respectively) where a high rpm is sustained for a few seconds. 1st, 2nd, and 3rd will hit red line so fast, with 400rwhp, that it wouldn't make a difference. Now, you could bump the red line up to, lets say, 7.5K with the solid followers, but the rest of the rotating/reciprocating assembly needs to be addressed for that. The increase in stress from just the rpm bump would be greater than the added stress from the horse power increase.
Sorry for the slight OT
Back to your regularly scheduled, 944T forum, thread digression...
I'm in the process of switching from a custom solid follower setup, to factory hydraulic followers on my 16V engine. I was changing cam profiles and the benefit of solid followers, just wasn't there, so I took the opportunity to go back to hydraulic.
Here's another thought (this could just be the 2nd or 3rd red bull talking though). Unless the car is being used, competitively, on a high speed road course, the need for solid cam followers becomes less, as the horse power increases. Here's why: a hydraulic follower can handle a short duration at high rpm before "pumping up" and valve float becomes an issue. With more hp, the time spent at high rpm, whether on the street or track, is reduced. I would only see hydraulic followers as a detractor during runs to red line in 4th and 5th (140 to 145 and 170 to 180 mph , respectively) where a high rpm is sustained for a few seconds. 1st, 2nd, and 3rd will hit red line so fast, with 400rwhp, that it wouldn't make a difference. Now, you could bump the red line up to, lets say, 7.5K with the solid followers, but the rest of the rotating/reciprocating assembly needs to be addressed for that. The increase in stress from just the rpm bump would be greater than the added stress from the horse power increase.
Sorry for the slight OT
Back to your regularly scheduled, 944T forum, thread digression...
03-04-2012, 04:12 AM
#18
Instructor
Thread Starter
Whomever the previous owner had rebuild the engine (some shop in Texas) supposedly put solid lifters in it along with Wiseco pistons and lightened rods...... After I bought the car I got to thinking that I should have waited for something completely stock, but I grew impatient and insisted on an "S" car. May have been a big mistake. Car runs fine though. I'm not worried about the valve adjustment issue since the car wont see many miles..
03-04-2012, 04:17 AM
#19
Three Wheelin'
Whomever the previous owner had rebuild the engine (some shop in Texas) supposedly put solid lifters in it along with Wiseco pistons and lightened rods...... After I bought the car I got to thinking that I should have waited for something completely stock, but I grew impatient and insisted on an "S" car. May have been a big mistake. Car runs fine though. I'm not worried about the valve adjustment issue since the car wont see many miles..
03-04-2012, 04:28 AM
#20
Professional Hoon
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then you would really want something with a twin scroll housing with a quick spool valve to have the quicker spool and some mighty top end.
a GTX3071R with a Twinscroll housing would be so responsive and it'll make a lot power
a GTX3071R with a Twinscroll housing would be so responsive and it'll make a lot power
03-04-2012, 04:31 AM
#21
Race Director
For the sake of changing a flange when you are getting head work and exhaust work done anyway, go full garrett. The KKK and replica housings are rubbish compared to garrett. Heck even look for the HKS TO4Z as an option. Sweet wee turbo.
03-04-2012, 04:44 AM
#24
Instructor
Thread Starter
I'm thinking the PO was planning on tracking the car. I never got to talk to him because it was an Ebay deal that went sour after I got the car and realized the dealer that sold it for him wasn't completely honest about it. I was pissed because I found holes where there was once, or going to be a roll cage then plugged with plastic push retainers. After we had words he would not let me talk to the previous owner like what had been agreed before...
I don't have any additional input on the turbo but...with the solid lifter stuffs, its best to use that money for better connecting rods. Despite being an internal engine part, they technically are held on by bolts. I guess that would make them a "bolt in" instead of a "bolt on", but that would be true for installation of a solid valve train, so I suppose it would still fit your upgrade guidelines.
I'm in the process of switching from a custom solid follower setup, to factory hydraulic followers on my 16V engine. I was changing cam profiles and the benefit of solid followers, just wasn't there, so I took the opportunity to go back to hydraulic.
Here's another thought (this could just be the 2nd or 3rd red bull talking though). Unless the car is being used, competitively, on a high speed road course, the need for solid cam followers becomes less, as the horse power increases. Here's why: a hydraulic follower can handle a short duration at high rpm before "pumping up" and valve float becomes an issue. With more hp, the time spent at high rpm, whether on the street or track, is reduced. I would only see hydraulic followers as a detractor during runs to red line in 4th and 5th (140 to 145 and 170 to 180 mph , respectively) where a high rpm is sustained for a few seconds. 1st, 2nd, and 3rd will hit red line so fast, with 400rwhp, that it wouldn't make a difference. Now, you could bump the red line up to, lets say, 7.5K with the solid followers, but the rest of the rotating/reciprocating assembly needs to be addressed for that. The increase in stress from just the rpm bump would be greater than the added stress from the horse power increase.
Sorry for the slight OT
Back to your regularly scheduled, 944T forum, thread digression...
I'm in the process of switching from a custom solid follower setup, to factory hydraulic followers on my 16V engine. I was changing cam profiles and the benefit of solid followers, just wasn't there, so I took the opportunity to go back to hydraulic.
Here's another thought (this could just be the 2nd or 3rd red bull talking though). Unless the car is being used, competitively, on a high speed road course, the need for solid cam followers becomes less, as the horse power increases. Here's why: a hydraulic follower can handle a short duration at high rpm before "pumping up" and valve float becomes an issue. With more hp, the time spent at high rpm, whether on the street or track, is reduced. I would only see hydraulic followers as a detractor during runs to red line in 4th and 5th (140 to 145 and 170 to 180 mph , respectively) where a high rpm is sustained for a few seconds. 1st, 2nd, and 3rd will hit red line so fast, with 400rwhp, that it wouldn't make a difference. Now, you could bump the red line up to, lets say, 7.5K with the solid followers, but the rest of the rotating/reciprocating assembly needs to be addressed for that. The increase in stress from just the rpm bump would be greater than the added stress from the horse power increase.
Sorry for the slight OT
Back to your regularly scheduled, 944T forum, thread digression...
03-04-2012, 04:44 AM
#25
Professional Hoon
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welding is so dam easy! im 20 and i can use Arc, MIG & TIG.
i learnt to arc weld when i was 13 TIG & MIG when i was 16.
i have no qualifications for welding and i'm no engineer.
i learnt to arc weld when i was 13 TIG & MIG when i was 16.
i have no qualifications for welding and i'm no engineer.
03-04-2012, 04:46 AM
#26
Instructor
Thread Starter
03-04-2012, 04:47 AM
#27
Instructor
Thread Starter
hmm. Maybe I'll pick one up and go to town then! I hate even soldering though. I dont always get along with melting metal I guess...
03-04-2012, 06:50 AM
#28
Rennlist Member
Work is extremely cheap in the U.S. Just pay someone to do what you need. Having said that, I've been in or owned cars with Vitesse turbos and they went very well. I get the very real sense that a 'true' 400whp will create more problems than it solves.
03-04-2012, 11:09 AM
#29
Rennlist Member
LOL dude if you only knew................
