Boosted Performance single turbo build

Boosted Performance · 04-08-2012, 10:34 PM

Quote:

Originally Posted by biggersNISMO

Great to see you on here Sasha. I mentioned your great work on this forum 2 years ago. STILLEN SUPERCHARGER - some questions, please help! People just laughed.... Now they know you're a miracle worker.

Thanks, and yes, there are always skeptics, but that is mostly due to lack of knowledge/understanding of a complete system like this.

So far my customers are making more power with the mid mount on pump gas than any of the big guys (Powerlab, Turbonetics, APS, STS..ect) ever did. This is mainly due to the true T4 turbine housings, and billet cumpressor wheels. The turbo is closer to the headers than the top mount kits, but people don't see it...not to mention a much shorter down pipe.

blackonorange · 04-09-2012, 01:03 AM

I don't get this t4 turbine housing stuff :s

sinceday1 · 04-09-2012, 07:54 AM

Quote:

Originally Posted by blackonorange

I don't get this t4 turbine housing stuff :s

I'll try to elaborate to the extent of knowledge.... (puts flame suit on)

T3, T4, T6... refers to the compressor size. Bigger the number, bigger it is but there are different dimensions entirely. Usually to reduce the lag, T3/T4 hybrid uses T3 hotside and T4 compressor so there can be expansion of some power due to T4 compressor and T3 hotside reduces lag to certain extent. It ultimately becomes limitation of the turbo in some cases...at same turbo rpm, the amount of gas T3 hotside will push will be smaller than that of true T4 thereby becoming the limitation. A/R ratio also works to determine the spool speed. Bigger the A/R later the turbo spools but if compressor size is different, same A/R does not mean same spool speed. So the compressor size and AR numbers work in conjunction to determine the spool speed per se.

It's still all arbitrary nomenclature of the size..... no exact dimension is set up.. what really matters is CFM...

Boosted Performance · 04-09-2012, 09:19 AM

Quote:

Originally Posted by sinceday1

I'll try to elaborate to the extent of knowledge.... (puts flame suit on)

T3, T4, T6... refers to the compressor size. Bigger the number, bigger it is but there are different dimensions entirely. Usually to reduce the lag, T3/T4 hybrid uses T3 hotside and T4 compressor so there can be expansion of some power due to T4 compressor and T3 hotside reduces lag to certain extent. It ultimately becomes limitation of the turbo in some cases...at same turbo rpm, the amount of gas T3 hotside will push will be smaller than that of true T4 thereby becoming the limitation. A/R ratio also works to determine the spool speed. Bigger the A/R later the turbo spools but if compressor size is different, same A/R does not mean same spool speed. So the compressor size and AR numbers work in conjunction to determine the spool speed per se.

It's still all arbitrary nomenclature of the size..... no exact dimension is set up.. what really matters is CFM...

No...

It is much easier to link:

http://www.turbobygarrett.com/turbob...Tech%20101.pdf

http://www.turbobygarrett.com/turbob...Tech%20102.pdf

http://www.turbobygarrett.com/turbob...Tech%20103.pdf

To be more specific to the question:

Quote:

Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to
adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine
wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However,
a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of
the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to
"breathe" effectively at high RPM, adversely affecting peak engine power.
Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R
housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in
lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the
performance toward the desired powerband characteristic.
Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different
turbine housing A/R, it is often possible to determine the intended use of the system.
Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a
different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque
and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily
driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will
result in high backpressure, which can result in a loss of top end power. This type of engine performance is
desirable for street applications where the low speed boost response and transient conditions are more important
than top end power.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower,
while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will
continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will
also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of
Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high
engine speeds most of the time.

sinceday1 · 04-09-2012, 11:59 AM

Quote:

Originally Posted by Boosted Performance

No...

It is much easier to link:

http://www.turbobygarrett.com/turbob...Tech%20101.pdf

http://www.turbobygarrett.com/turbob...Tech%20102.pdf

http://www.turbobygarrett.com/turbob...Tech%20103.pdf

To be more specific to the question:

I should've exercised the art of linking

lol

Look forward to seeing your completed project.

O&G · 04-09-2012, 12:09 PM

Knowledge for your face!! Good sh*t Canada!

Sent from my SAMSUNG-SGH-I897 using Tapatalk

Boosted Performance · 04-09-2012, 05:01 PM

Day 5 update:

The BOV's and MAF sensor housing are now welded in place:

The turbo also arrived today, and now I am going to start working on the exhaust side of things. I made a quick little bracket to support the turbo in place while the fabrication of the exhaust piping is taking place.

TopgunZ · 02-11-2013, 05:30 PM

Quote:

Originally Posted by Boosted Performance

Day 5 update:

The BOV's and MAF sensor housing are now welded in place:

The turbo also arrived today, and now I am going to start working on the exhaust side of things. I made a quick little bracket to support the turbo in place while the fabrication of the exhaust piping is taking place.

Does it just unconnect and then slide forward to diconnect from the outlet and then slide back beside the compressor and drop out? How DO you clean it? Because I would want to clean it at least once every 3 months. And for those guys in dustier places (phoenix) id say even more than that.

SPOHN · 04-09-2012, 05:28 PM

I take it this design will work the same with auto and manual transmissions? Such as clearances?

theaudir8fan · 04-09-2012, 05:39 PM

Quote:

Originally Posted by SPOHN

I take it this design will work the same with auto and manual transmissions? Such as clearances?

I have asked this question already, and the answer is no. It will not fit with auto

Ron · 04-09-2012, 05:36 PM

Sweeeet

Deadman · 04-09-2012, 05:42 PM

wow looks like when you're done with this it's going to be a great product... Ease of install, quality work, and some good power

Looking good man!

Boosted Performance · 04-09-2012, 06:01 PM

Quote:

Originally Posted by Deadman

wow looks like when you're done with this it's going to be a great product... Ease of install, quality work, and some good power

Looking good man!

Those are some of the driving forces behind this project. If one wanted to go back to stock, it would take a day to remove the kit, put the stock intakes back in, install the cats and call it a day. You would never be able to tell the car had a turbo kit on.

I think ost would agree that if you can install a set of test pipes on this car, you can also install this kit.

memorylasts · 04-09-2012, 07:13 PM

Quote:

Originally Posted by Boosted Performance

Those are some of the driving forces behind this project. If one wanted to go back to stock, it would take a day to remove the kit, put the stock intakes back in, install the cats and call it a day. You would never be able to tell the car had a turbo kit on.

I think the best thing about this set up.

GaleForce · 04-09-2012, 07:44 PM

Quote:

Originally Posted by Boosted Performance

Those are some of the driving forces behind this project. If one wanted to go back to stock, it would take a day to remove the kit, put the stock intakes back in, install the cats and call it a day. You would never be able to tell the car had a turbo kit on.

I think ost would agree that if you can install a set of test pipes on this car, you can also install this kit.

I really like the sounds of this.

04-09-2012, 12:09 PM	#6 (permalink)
O&G A True Z Fanatic Join Date: Nov 2010 Location: Lone Star State Age: 42 Posts: 1,212 Drives: 40th Anv. Rep Power: 23	Knowledge for your face!! Good sh*t Canada! Sent from my SAMSUNG-SGH-I897 using Tapatalk __________________ O&G's Build/Journal <---(1st lowmount single turbo treeseventy) Built Engine Thread 2011 F-250 Build/Journal

04-09-2012, 05:01 PM	#7 (permalink)
Boosted Performance The370Z.com Sponsor Join Date: Feb 2010 Location: Edmonton, AB Posts: 1,629 Drives: Z's Rep Power: 3383	Day 5 update: The BOV's and MAF sensor housing are now welded in place: The turbo also arrived today, and now I am going to start working on the exhaust side of things. I made a quick little bracket to support the turbo in place while the fabrication of the exhaust piping is taking place. WI_Hedgehog likes this.

04-09-2012, 05:28 PM	#9 (permalink)
SPOHN A True Z Fanatic Join Date: Feb 2010 Location: Covington, GA Age: 46 Posts: 14,844 Drives: Waiting on next Z Rep Power: 222	I take it this design will work the same with auto and manual transmissions? Such as clearances? __________________

04-09-2012, 05:36 PM	#11 (permalink)
Ron A True Z Fanatic Join Date: Oct 2010 Location: Houston, TX Posts: 3,009 Drives: TT '11 PW Nismo #113 Rep Power: 22	Sweeeet __________________ 2011 Twin Turbo PW nismo #113 - My Journal - My TT Build Thread [ GTM GTX Stg2 TT \|\| HKS EVC6 \|\| Custom CarPC \|\| F.I 3'' TDX CBE \|\| SB 6puck clutch/ZSpeed CSC \|\| BC BR Coilovers \|\| SPC camber arms \|\| Work VSS-X \|\| Custom Headlights \|\| PW:JDM CF Covers \|\| Seibon CF Engine Cover ]

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04-09-2012, 01:03 AM	#2 (permalink)
blackonorange A True Z Fanatic Join Date: Jul 2011 Location: Saskatchewan Posts: 1,078 Drives: 09 370z Rep Power: 16	I don't get this t4 turbine housing stuff :s

04-09-2012, 05:42 PM	#12 (permalink)
Deadman Base Member Join Date: May 2011 Location: Ohio Posts: 177 Drives: 2011 370z Base+S 6MT Rep Power: 14	wow looks like when you're done with this it's going to be a great product... Ease of install, quality work, and some good power Looking good man!