thewird

iTrader: (8)

Who makes the hybrids? I'd probably be interested in a hybrid setup that made it divided. Would a 6265 divided outspool a 500R-SP?

thewird

kwerks

iTrader: (2)

any dyno charts?

SPEED_NYC

iTrader: (3)

bump, any one with anymore input?
does anyone know if the 6765 is a t4 or t6 flange? and what the exhaust outlet size is?

w94rx7tt

I am fairly certain that is a T4. I am looking more into it because I would like to run one myself.

w94rx7tt

On SF there is a built IS300 running the billet 6765 t4 with 0.96 exhaust a/r. He made 850 running 30psi and q16. here is the link

http://www.supraforums.com/forum/sho...d.php?t=542083

ScorpionT

iTrader: (3)

You can get it with T3 and T4 housings. T3 is 4/5 bolt and V band outlet, T4 also has V band outlet. V band is 3 inch.

w94rx7tt

ScorpionT do you happen to know what a/r options are on the t4's?

Viper GTSR

...and 4inch inlet, 2.5inch outlet comp. housing.. (Again, you can order them in Ball Bearing or regular journal)


** The availble A/R ratio's for these turbos are.. .63, .82, and .96 or there abouts.. for FD 13b application you'll definitely want to go with the .82 a/r* (Maybe even the .96 for an extreme port and 9K+rpm motor)


~ Kayvon

GoodfellaFD3S

iTrader: (213)

Why do you say you need to rev to 9000 to take advantage of a .96 hotside A/R?

Viper GTSR

Becuase for his intended application, a road course set-up where quick spool response & ''area under the curve'' are paramount, a .82 a/r will spool quicker and shift the power curve a lil' more the the left where he'd want it. A .96 would sacrific his area under the curve and spool reponse for little benefit up top if the motor is only revving to 8500rpms or less. If she's revving to 9000rpm or more with a big port job it'll need the extra large a/r or else the turbo will choke up top and boost will fall significantly.



~ Kayvon

GoodfellaFD3S

iTrader: (213)

And you say this based on......?

Edit: Not trying to break your *****, but I think your advice is sound if you change the rpm you're talking about. I run a 1.0 hotside and I have very good power all the way to 8000 rpm. You won't find many streetported FDs on this forum with a higher-than-stock redline.

thewird

iTrader: (8)

My 500R-SP with a 0.84 divided hotside keeps full 16.5 PSi for most of the powerband and then drops about half a pound at 7000-8000 RPM. This might be in part due to my 3" exhaust and Racing Beat dual-tip. If I were to open it up, I might not even lose boost up top.

thewird

ScorpionT

iTrader: (3)

A/R sizes for the T4 are .58, .68, .81, and .96. I wouldnt go smaller than the .81 myself. Most guys wouldnt need the .96, its more for someone pushing it to the max, like 750+whp.

Guys should also remember the a/r is a ratio, and as an example, the 6765 .81 housing is larger and flows more than a .82 housing from a GT35R.

GoodfellaFD3S

iTrader: (213)

Ratio of what? I know, do you ?

Gorilla RE

iTrader: (1)

Soooo, you're saying that turbochargers are mainly powered by the amount of rpms that said engine is turning?

Gorilla RE

iTrader: (1)

I doubt its your RB dual-tip. I've seen over 600rwhp made with that exhaust. And if you vented your wastegate to atmosphere you would have a 5ish" exhaust at full boost.

-J

Viper GTSR

How the heck would you interpret THAT based on what I said!? lol... of course not bro, what I'm saying is that if you choose an a/r that's too small on a higher revving/high flowing (i.e. big ports) motor...the subsequent CFM's will choke the turbo up top*

I have lots of experience on this, and relating to these precision turbo billet lines in particular. Admittedly, its all on the MKIV Supra (2JZ) motors however the principles are the same*


~ Kayvon


Like i said before, .82 a/r is what you're going to want to go with on most 13B's* A .96 only on heavily worked motors-(huge CFM)...otherwise the cost/benefit ratio wouldn't be worth the extra a/r.

NissanConvert

iTrader: (1)

I saw a thread in an evo forum about this turbo too. I think precision is making a hybrid gt35r that they're calling the gt3562r (don't quote me)

thewird

iTrader: (8)

My wastegate is plumed into the exhaust because an open wastegate sounds pretty ridiculous (in my opinion).

thewird

Gorilla RE

iTrader: (1)

Then don't complain about power loss when your system isn't optimized.

-J

Gorilla RE

iTrader: (1)

The principles might be similar but the engine dynamics and how they react to turbochargers are not. Start building and tuning rotaries and you'll understand why these 1.3L engines work so well with big frame exhaust housings.

-J

thewird

iTrader: (8)

That's why I think my dual-tip is a restriction lol.

thewird

ikpfal

iTrader: (3)

I know the 6262 would have the better spool up as compared to the 6265. I'm looking for decent spool up and topend, wanting about 450hp. Would any one recommend running a 6262 over a 6265 t4 with .81 A/R

Viper GTSR

Yes, for 450rwhp the 6262 is more than capable... and will have excellent spool/response. You could add the BB option to make quicker spooling still... you won't be dissapointed, on my friends 2L honda S2000 we're seeing full boost 20PSI at only 3600rpm... mind you its only a low compression 2L that'll rev to 9000rpm.


~ Kayvon

kennedyusa058

Thanks for the feedback. That is very useful.


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