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I've read that the super 61 has a modified 60-1 wheel in the t04e housing. But I don't have any way to know that is true, and I'm really pretty sure those guys aren't spilling the beans
Lindsey names their turbos off the max flow-rate of the turbo at the right-edge of the map. So yes, it's a 60-1 compressor with roughly a 61 lbs/min max flow-rate. Here's what the flow-path looks like for a 2.8L 2V engine at various boost-levels:
Note that the top of the peak-efficiency island is 2.0PR or 15psi boost. Above that level, the flow never, ever crosses the island and is inefficient the entire way from idle to redline. Also it's near the surge-line for a long time on a 2.8L 2V engine (laggy). A better match for this turbo would be a 5.0-6.0L V8 running up to 15psi max.
I'm not saying the 60-1 is crap, it does perform, but there are other compressors that's much better matched for a 600bhp target and yields less low-end lag and better efficiency throughout the rev-range of a 2.5L 2V engine. And if you're not getting 500rwhp, then this isn't the right turbo for you.
Well, they actually have, you just need to know where to look; not even outside of Rennlist. From this article, it shows the K26 has centre efficiency island that reaches up to 2.5PR or 22psi. The map also shows it's good for about 350bhp. Which has been corroborated numerous times by people getting dyno figures in the 300rwhp range with MAF & exhaust upgrades.
That 350bhp fits the OP's target, except for the additional lag from altitude. Going with modern features such as more efficient wheel designs and ball-bearing centre should give that goal with less lag than the old KKK model. The trick is to not go overboard on oversizing a turbo in the 500-600 max-flow range that would give him more lag than his current K26.
The one you want is the external-wastegate version with T3 turbine-inlet and 3" 4-bolt (or V-band) outlet in 0.82AR.
The turbine T3 inlet flange has slightly wider bolt-spacing, but the flange on the crossover pipe can be slotted to fit T3. You'll need a 3" downpipe to fit the turbine outlet, either 3" 4-bolt or V-band.
JacRyann, thanks for sticking with helping me with my question. I've read on the Garret GT3071R does seem like it would be the best for, except I'm still worried about the install. I don't have a lot of mechanical experience nor do I have the ability to fabricate anything. Making the T3 inlet work sounds reasonable, but I'm not sure about a new downpipe. I do see one version of the turbo has a 4-bolt 2.5" turbine outlet. Would this work with the stuck downpipe? Or will the stock downpipe bolt up to the 3" output (I know this is not ideal, but it would buy me time to get the funds for an exhaust system).
Are there any modifications that would be needed to connect the coolant & oil to the turbo?
Also if this turbo is capable of 450+hp and my goal is 350-400 at the most, would the .63 AR be better for me to give me even better spool? Several places selling these offer a ported anti-surge comp housing. What are your thoughts on it?
LOL, , it will make 320 wheel....especially on a Dynojet.
Unless you know how to Tig, have fabricating equipment and are willing to spend around 2g's on parts/material alone plus no labor DIY , a Garret GT is a absolute pipe dream .
For your target of +100bhp over stock, the K26/8 can do it just fine at 18-19psi. You just need 3" exhaust and EBC + wastegate spring upgrade. The M-tune will let you dial in the maps just right for this configuration.
The K27/8 can hit 450bhp and has more lag than your current system. Fuel pump and injectors needed for that.
There's no way those turbos can flow the amount of air for the corresponding bhp you mentioned; especially at the OPs elevation.
Just can't bite my tongue on this one!
CO951;
the 2 turbos you listed in your first post are the right choices. You will experience more lag than most, no matter what turbo you choose, just because of your elevation. It's just the laws of physics.
If you're really horny about quick spool, go with a k27/6 as opposed to the 27/8. I don't like it because of the higher back pressure and falling top end, but many have endorsed it for the combination of power and spool you're looking for (another words, I think it will still flow for 350 bhp)
You can also call Vitesse; I think he has a quick spooling stage 3 that might serve your needs.
As a note: For maximum power (and to a lesser degree, spool), you want to go with the smallest compressor necessary to flow the amount of inlet air you need.
There's no way those turbos can flow the amount of air for the corresponding bhp you mentioned; especially at the OPs elevation.
Just can't bite my tongue on this one!
Eh? I thought that's old news. Here's K26/8 with only chip-upgrade and stock AFM & exhaust. That's about 340bhp.
And a K27/8 with 55# injectors, APE MAF, Tial & EBC, stock cat & cat-back exhaust. About 440bhp.
Sure, he'll have 500-800rpm later spool, but will still be at max-boost at power-peak. Drop-off after that will be faster than sea-level. Yes, out of all the turbos presented, the K27/8 will probably be his best bet. Although the Iroz rebuild looks interesting, haven't gotten an email back from them on my inquiry though.
The thing I notice on those 2 graphs is that at 4k the k27/8 isn't at max hp, but is higher than the k26/8. I know they aren't identical setups, but my setup is closer to the bottom one. This is what I really needed.
The GT3071R sounds like it would be awesome, but just doesn't work with my easy install requirement.
Looks like the k27/8 is probably what I should do.
06-12-2015, 07:27 PM
