sherry66

Nice build Nick , sorry to hear of your troubles with the turbo which slightly concern me as I have 8 turbine housing on both my engines .
I have a k27/8 on the 16v which I hoped would be big enough for my goals (420-450 bhp at 1 bar max) after seeing 'rbuit's build where he is seeing 473 hp at .82 bar but not so sure now. Car at dyno at moment so will find out soon enough.
Well done on your car and its nice to see a clean , new header tank .

nick_968

Where in the UK are you getting the car dynoed? In my experience the number 8 housing is definitely restrictive at anything over 350hp and you will be creating a lot of backpressure to get over 400hp if the hotside can even flow that as on mine it maxed out at 400. I know the 16v head is a lot more efficient so not sure how that factors into it just keep an eye on detonation and be conservative with your timing map or you will be replacing your head gasket soon after you map it.

dizzyj

what intercooler is that?

nick_968

One that I designed and got someone to make for me.

sherry66

Hi Nick , Tom at Augment Automotive is in the process of doing it as I am running his ecu .
He sorting out a few little niggles with controlling boost with the manual boost controller so fitting ebc , the 55lb injectors were maxed out at 4700 rpm running just on the wastegate spring (.7 bar) so upgrading those. The only meaningfull figure so far at low revs at 1 bar is 240 ftlb at 2700 rpm ,this is at the wheels .

nick_968

Ok well good luck. I don't know if you have upgraded your fuel pump to 044 or similar but you should think about this if not as the factory pump will be maxed out before you reach the limits of a 3.0 16v.

That ECU is a nice plug and play option so keep us posted on how you get on and lets see where your K27/8 gets you to.

sherry66

Yes , both cars have 044 pumps fitted with turbosmart adjustable fuel regulators . The ecu is a good option , easy to swap between 8v and 16v using the same sensors.

Thom

I have seen a #8 turbine housing allow for near 450 crank hp on an 8v, but on an engine worked to make as much torque as possible. It died a bit near redline but the maths (torque x engine speed) still came to about 450hp. Not an old KKK turbine wheel though, custom wheels, massive intercooler to compensate for the high inlet temps due to a small-ish compressor, etc. Not how I would build a 3l but doable nonetheless.

Mikes3.0cabturbo

Sherry66, what pressure are you running your 55lbs at, I max mine out just over 1bar but they are at 3.8bar so about 62lbs flow

nick_968

Thom its the combo of the wheel and the unmodified housing that is the issue in my case. Stick a different wheel in and open up the housing and its a different story.

Thom

You mean the previous #8 housing with which you did the dyno run on page 1 was not machined to suit your Garrett turbine wheel?

nick_968

No - the previous one was machined to take the wheel, but the machining is pretty basic and does not change the flow capacity of the housing, it just makes the edge of the larger wheel fit in the recess - the sort of thing anyone could do with a grinding tool in 30 mins.

Externally the number 8 and the number 10 housing are identical it is only the internal area that is different in particular the tongue opening. So if you bored out the number 8 housing in a similar way to the internal dimensions of the number 10 housing then I guess it could flow just the same (or more) in theory so long as you knew what you were doing.

Thom

Ok, so at least you have better-matched cold side/hot side combination now, and a turbine housing that fits perfectly the turbine wheel. Curious how much power you will make now, I would guess about 10-20hp more than with the smaller housing.

nick_968

Although we made 400hp with the smaller housing it was not a happy tune and the HG went shortly after, however it is hard to tell if the HG was already weak as I had previous cooling issues before this.

The number 10 housing also has to be machined in a similar place to the number 8 housing to accommodate the t31 turbine wheel but of course it flows a little more. In terms of power I would just be happy for now with the turbo making power at 1 bar to 6k rpm rather than having to drop off the boost to 0.9 bar for the last 500rpm due to it not making any more power above that. The car feels fast enough with 400hp so not chasing numbers. I hope to get back to the dyno in early spring so I can get the timing optimised for the larger housing and get a nice safe map.

Thom

Would be nice to wire-in the J&S in the meantime. You know where to ask for this, but it may be easier to understand the wiring loom from looking directly in the car...