Couldn't pass this up...what do you think?
#1
Rotary Enthusiast
Thread Starter
Couldn't pass this up...what do you think?
NEW SUPER T4 TURBO
T4 FLANGE - GARRETT / KKK STAGE V WHEEL
EXHAUST 1.06 / .60 COMPRESSOR
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Any comments or helpful info would be greatly appreciated !!
THANKS!
T4 FLANGE - GARRETT / KKK STAGE V WHEEL
EXHAUST 1.06 / .60 COMPRESSOR
----
Any comments or helpful info would be greatly appreciated !!
THANKS!
#5
development
#6
Rotary Enthusiast
Thread Starter
Sorry, I wanted to wait until I received it before I posted.
Yes it is the one from SSAutochrome. The other post only bashed SSAutochrome and didn't really give the information that I was looking for.
The turbo is going to be used for a mild streetport I am building.
The turbo itself looks great. Good workmanship, there is no play, and the wheel spins freely.
The reason I asked was for the following:
Are the specs good for a mild port, ? RWHP at 16 to 17 psi? I have the necessary fuel, computer and wideband for tuning, FMIC and an HKS SS manifold.
For the cost it was worth it.
If anyone wants some pictures, let me know and I'll post them.
Thanks again.
Attila
Yes it is the one from SSAutochrome. The other post only bashed SSAutochrome and didn't really give the information that I was looking for.
The turbo is going to be used for a mild streetport I am building.
The turbo itself looks great. Good workmanship, there is no play, and the wheel spins freely.
The reason I asked was for the following:
Are the specs good for a mild port, ? RWHP at 16 to 17 psi? I have the necessary fuel, computer and wideband for tuning, FMIC and an HKS SS manifold.
For the cost it was worth it.
If anyone wants some pictures, let me know and I'll post them.
Thanks again.
Attila
Last edited by atihun; 10-15-04 at 07:01 PM.
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#8
Microtech Tuning!
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That's just a standard T04B. Don't look for much over 350rwhp for that. It's also got a backcut turbine wheel...
However, could you please post inducer and exducer measurements so we can all just quit talking about whether these ebay turbo's are "ok" to use? That would be a great help to people asking the same question every week!
However, could you please post inducer and exducer measurements so we can all just quit talking about whether these ebay turbo's are "ok" to use? That would be a great help to people asking the same question every week!
#10
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Originally Posted by jeremyb
the AR for compressor and turbine are really far apart. I dont really think a .60 AR compressor with a 1.06 AR turbine will get you far. What's your HP goal? Have one?
#12
development
Originally Posted by Infini IV
I don't understand what you're trying to get at here... Care to explain?
The sizes are spaced far apart...i.e. maybe for an engine that has a low rpm band and lots of exhaust flow??? Diesel???
Exhaust side is perfect for a rotary...will take some time to spool (relative statement, larger = more lag) and the compressor side is capable of making boost "relatively" soon (smaller = faster spool), but will have not much of a high end.
So we have something that needs high exhaust flow and need for boost in low rpms
#13
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Originally Posted by dubulup
The sizes are spaced far apart...i.e. maybe for an engine that has a low rpm band and lots of exhaust flow??? Diesel???
Exhaust side is perfect for a rotary...will take some time to spool (relative statement, larger = more lag) and the compressor side is capable of making boost "relatively" soon (smaller = faster spool), but will have not much of a high end.
So we have something that needs high exhaust flow and need for boost in low rpms
Exhaust side is perfect for a rotary...will take some time to spool (relative statement, larger = more lag) and the compressor side is capable of making boost "relatively" soon (smaller = faster spool), but will have not much of a high end.
So we have something that needs high exhaust flow and need for boost in low rpms
You should compare the compressor wheel to the exhaust wheel, as that would be a more useful comparison.
#14
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Originally Posted by Infini IV
That said, I don't think comparing a compressor housing A/R to a turbine housing A/R should matter much at all.
You should compare the compressor wheel to the exhaust wheel, as that would be a more useful comparison.
You should compare the compressor wheel to the exhaust wheel, as that would be a more useful comparison.
I took this from Garrett:
A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing the turbine A/R has many effects. By going to a larger turbine A/R. the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and volumetric effeciency if increased resulting in more overall power.
#15
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Originally Posted by EpitrochoidMan
Maybe I didn't really understand what you are trying to say, but a/r has everything to do with spool. But it's a balancing act.
I took this from Garrett:
A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing the turbine A/R has many effects. By going to a larger turbine A/R. the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and volumetric effeciency if increased resulting in more overall power.
I took this from Garrett:
A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing the turbine A/R has many effects. By going to a larger turbine A/R. the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and volumetric effeciency if increased resulting in more overall power.
Turbine A/R itself plays a large role in determining spool, backpressure, and overall exhaust flow though... but it's relationship to compressor A/R is not a very useful comparison to determine much, if anything.
#17
NASA geek
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.6 a/r is fine for that compressor wheel regardless of turbine a/r. theres no ryme or reason to look for closely match comp and turbine a/r's, it just doen't matter. It like infini Iv said, its more of a concern that the wheels match, then the turbine a/r per engine requirements and spool, then comp a/r usually is matched to a certain comp wheel. BTW, yeah thats just a run of the mill T04b thats every were for sale DIRT cheap, you'd be lucky to see 350 whp but its not out of reach.
~Mike...........
~Mike...........
#18
Lives on the Forum
Originally Posted by EpitrochoidMan
Maybe I didn't really understand what you are trying to say, but a/r has everything to do with spool. But it's a balancing act.
I took this from Garrett:
A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing the turbine A/R has many effects. By going to a larger turbine A/R. the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and volumetric effeciency if increased resulting in more overall power.
I took this from Garrett:
A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing the turbine A/R has many effects. By going to a larger turbine A/R. the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and volumetric effeciency if increased resulting in more overall power.
-Ted
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