Whats it take to get there
03-08-13, 09:59 AM
#1
Whats it take to get there
I have the money now to send my turbo to BNR for upgrade. Not sure stage one or two. Done a bunch of searching and not finding my plan in anyone build.
My build is a S5 irons and housings (stock ports) with S4 N/A rotors and 4x 680 injectors. FMIC and 3inch exhaust, no emissions. Haltech PS1000. Was thinking 10 psi max for a goal between 250 and 300hp. I want the engine bay to look as if Mazda had built it, so I like the stage one for that.
My build is a S5 irons and housings (stock ports) with S4 N/A rotors and 4x 680 injectors. FMIC and 3inch exhaust, no emissions. Haltech PS1000. Was thinking 10 psi max for a goal between 250 and 300hp. I want the engine bay to look as if Mazda had built it, so I like the stage one for that.
03-08-13, 09:03 PM
#3
A stage 2 at 15 psi will get you around 300, but you'll need more than 680x4. I'm using 550/720 now, and I'm moving on to 720/1000. My current injector duty cycle peak is around 114%, and that's not good. I had to turn the boost down and take it easy until I get my injectors.
And stage 2 and on don't look stock at all. The compressor cover on the stage 2 is a T04B .70A/R, and it gets larger from there. It's not a sore thumb sticking out like a full single turbo sitting on a custom manifold, and they are pretty stealthy since they're tucked away in the engine bay on the stock manifold.
And stage 2 and on don't look stock at all. The compressor cover on the stage 2 is a T04B .70A/R, and it gets larger from there. It's not a sore thumb sticking out like a full single turbo sitting on a custom manifold, and they are pretty stealthy since they're tucked away in the engine bay on the stock manifold.
03-08-13, 11:06 PM
#4
A stage 2 at 15 psi will get you around 300, but you'll need more than 680x4. I'm using 550/720 now, and I'm moving on to 720/1000. My current injector duty cycle peak is around 114%, and that's not good. I had to turn the boost down and take it easy until I get my injectors.
And stage 2 and on don't look stock at all. The compressor cover on the stage 2 is a T04B .70A/R, and it gets larger from there. It's not a sore thumb sticking out like a full single turbo sitting on a custom manifold, and they are pretty stealthy since they're tucked away in the engine bay on the stock manifold.
And stage 2 and on don't look stock at all. The compressor cover on the stage 2 is a T04B .70A/R, and it gets larger from there. It's not a sore thumb sticking out like a full single turbo sitting on a custom manifold, and they are pretty stealthy since they're tucked away in the engine bay on the stock manifold.
03-09-13, 10:37 PM
#6
the 9.4:1 rotors will just spool the turbo a bit quicker, peak power will still be reasonably similar to the lower compression engines.
with the higher compression rotors you want a larger turbo so you can push more power with less boost, because you will be rather strictly limited in boost with the high CR engine(under 13psi for safety on pump gas).
i would go with the stage 2 for $100 more.
with the higher compression rotors you want a larger turbo so you can push more power with less boost, because you will be rather strictly limited in boost with the high CR engine(under 13psi for safety on pump gas).
i would go with the stage 2 for $100 more.
Last edited by RotaryEvolution; 03-09-13 at 10:41 PM.
03-09-13, 11:27 PM
#7
That's what I was thinking (stage two for a few more dollars) so I could be in the 275hp+ area. On BNRs page he was saying 300hp with Stage One, but that would most likely mean more boost than I want to run. Thanks Ben.
Last edited by HRnico; 03-09-13 at 11:32 PM. Reason: Nothing changed
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03-10-13, 12:05 AM
#8
should be, i just dynoed a stage 1 at 278whp at 11psi(9.0:1 S5 Jspec TII swap). had more to go but that was with creep or an issue with the boost controller. power was fine so i didn't feel like digging into it or setting up a 3rd dyno session to fix that minor issue(the top mount was already getting hot even on a sub 50F evening at 70C+ so it was as far as i was going to push a reliable street tune anyways).
was running a microtech LT8, stock uncracked unknown mile S5 Jspec, CAI, 3" turboback split to RB rev II cans. 725/1000IDs iirc with cosmo fuel pump, all emissions and accessories stripped/basic engine(fuel trims would have peaked around 16psi, so fuel was good for about 350whp but i suspect it would probably barely crack 300whp before the turbo runs out).
the stage 4.5 in comparison i squeaked out 360-ish WHP from @12psi before the high compression engine let loose it's fury and dumped it's innards on the dyno floor at 15psi before i could find out what that turbo could really do. that setup was a bit more radical with a FBP, microtech LT10, Greddy FMIC, 9.4:1 CR engine with fuel to support 500+whp on pump gas(in retrospect the high CR engine wasn't my greatest idea for the goal of that car, but live and learn. it's back to 8.5:1 awaiting another date with the dyno with better seals/studs).
was running a microtech LT8, stock uncracked unknown mile S5 Jspec, CAI, 3" turboback split to RB rev II cans. 725/1000IDs iirc with cosmo fuel pump, all emissions and accessories stripped/basic engine(fuel trims would have peaked around 16psi, so fuel was good for about 350whp but i suspect it would probably barely crack 300whp before the turbo runs out).
the stage 4.5 in comparison i squeaked out 360-ish WHP from @12psi before the high compression engine let loose it's fury and dumped it's innards on the dyno floor at 15psi before i could find out what that turbo could really do. that setup was a bit more radical with a FBP, microtech LT10, Greddy FMIC, 9.4:1 CR engine with fuel to support 500+whp on pump gas(in retrospect the high CR engine wasn't my greatest idea for the goal of that car, but live and learn. it's back to 8.5:1 awaiting another date with the dyno with better seals/studs).
Last edited by RotaryEvolution; 03-10-13 at 12:23 AM.