muibubbles

iTrader: (36)

I recently got an aspec t4 short runner manifol/dp with HPC hypercoat and now im looking into turbos...

im looking to get 450-500hp at high boost (18-20psi) without too much lag... i would like my low boost to be anywhere in the 300... i would rather compromise peak HP for response. the car is also pretty much daily driven, and would rarely see 450+hp... but i want to know the turbo i buy is capable of doing so and not be a restricting factor if i decide to go that high.. ive been reading up about the s366 and was wondering would the s366 be the right choice for me?

this is the one im looking at
http://www.diesel-plus.com/dd_turbo.cfm?npid=9784
only thing is i believe the .91 is a little on the big side and i should go with something in the .8x range?


some of my supporting mods are...
hbp
550/1600
fpr
aem water/meth running winshield fluid
denso fp
koyo rad
greddy fmic
apexi pfc

any help or suggestions would be great
thanks!

ScorpionT

iTrader: (3)

You could even go with a smaller 62/63mm compressor. The divided .91 isnt too big, I would use that or the 1.00 housing. The .88 housing is undivided and wont spool as quick.

I forgot to ask, are you still running the stock port?

Howard Coleman

iTrader: (6)

the s366 is a mismatch for your needs. it makes 78 pounds per minute which is 588 rwRhp.
the compressor wheel is 7.743 av square inches.

a turbo that would work really well for you is the BW turbo that is similar to the TEC300/R85.

the compressor area is 6.667 and it flows 63 pounds per minute and makes 490+. more importantly, in line with your objectives, it will make 400 rwhp (SAE) at 5500. a street rocket.

here's a dyno sheet at 20 psi:



i believe the comp is 61.5 X 84.7 and the turbine is 70.8 X 79.8

it is an inexpensive BW journal bearing turbo... 'don't think it is extended tip but if you look at the dyno sheet it rips.

BTW, you are pretty close on fuel... you need 4650 and you have 4300.... probably o k.

..................gasoline............Energy...... ...Cooling................Addit'l Cooling BTUs
rwRhp........CC/min...............BTUs.............BTUs........... ............from water AI

217 (stock)....2018...............61,899............50 8................................640........ 300 CC/Min

300...............2790...............85,578....... .....702................................854....... ..400 CC/Min

400...............3720..............114,105....... ....936................................854........ ..400 CC/Min

500...............4650..............142,018....... ...1165..............................1068......... .500 CC/Min

600...............5580..............171,158....... ...1404..............................1495......... 700 CC/Min

fuel requirements assume we can deliver at a 10.0 AFR at 85% max duty cycle.

column 2 is required injector capacity at the stated hp level.

column 3 is the total BTUs of energy required to make the stated rotary hp level.

column 4 is the inherent cooling ability in negative BTUs from the gasoline.

column 4 is the additional cooling from the introduction of water.

column 5 is the amount of water.

note that the water adds approximately 100% additional cooling. this is not small potatoes. remember, we are easily running 10% more gasoline in an effort to cool our motors courtesy of Mazda.

at the 400 hp level 10% of the gasoline cooling BTUs is 94.

the introduction of 400 CC/Min of water adds 854 cooling BTUs!

win win win.

lose the gasoline and it's carbon

cool the CCP by an additional 9X

steam clean the carboned up motor.


howard coleman

muibubbles

iTrader: (36)

no sir! im half bridge port!

howard is this the turbo youre talking about?
http://www.diesel-plus.com/dd_turbo.cfm?npid=7257

ScorpionT

iTrader: (3)

Oooh, gotcha. I would use the 62mm compressor with the 79mm turbine wheel. The standard S366 isnt necessary, so the smaller compressor would spool quicker. You might be able to get away with an S366, but the 1.10 turbine would be necessary.

muibubbles

iTrader: (36)

hmm most of the BW are looking to be over 1g... now im wondering if i should just get the gt3574 from aspec... which is around 700? i really would like to stay under 1000$

ScorpionT

iTrader: (3)

The 3574 is really that low? I thought they wanted like $1k for the journal bearing. I would personally go with the BW, good performance for the money.

smg944

iTrader: (34)

howard nice write up. how does the lead and split timing look from 6-8k on that 490 whp dyno sheet you have?

Howard Coleman

iTrader: (6)

S361 is the turbo used for the dyno run above...

here's a vendor from google... http://www.diesel-plus.com/turbo_sea...ner%20Airwerks

el cheapo.

61 X 84.7 cold

70.8 X 79.8 hot

hot is 4% larger than hot which is a + for the rotary.

hc

muibubbles

iTrader: (36)

sorry i lied it is 900 lol..

yeah thats the vendor ive been looking at but the only thing is their specs read
Wheel Dimensions: Compressor: 61.5mm inducer,87.4mm exducer
Turbine: 79.9 mm inducer, 70.8mm exducer.
Turbine : 1.51, with 'T04' type turbine inlet flange, and quick-release v-band discharge

while yours reads
61 X 84.7 cold

70.8 X 79.8 hot

what would be the difference with the larger exducer of 87.4 instead of 84.7?
and the one listed has similar numbers to your hotside but reversed... or am i just reading it incorrectly?

1wide7

iTrader: (1)

i run the s-361 with 1.15 ar on a streetport and it spools plenty fast and @20psi on meth/93 it put down 485whp
With a 1/2 bridge it would easily hit 500.

turbo10th

iTrader: (6)

I have the sc361 as well but i have a .81 t4 hotside with a extened tip. I put down 467 @17psi with the mid muffler and with mid pipe like 475rwhp @17psi. Im on a street port and this is on 93 and 50/50 aux injection and safe 11.3 afrs even dipps below when around 7k. Going for over 500rwhp on race gas and spools pretty quick. Trying for low 10's i still have a/c and all.

muibubbles

iTrader: (36)

whered you guys buy yours and how much did u pay?

from the link i posted.. is the 1.51 the AR?

turbo10th

iTrader: (6)

Ray at PFS did my setup, also running a short runner manifold.

Howard Coleman

iTrader: (6)

"Wheel Dimensions: Compressor: 61.5mm inducer,87.4mm exducer"

i believe their number is a typo/probably got reversed. i am fairly certain my number is correct but you could always check.

it is a really nice kickass turbo for the $

hc

ScorpionT

iTrader: (3)

I should probably mention, thats an old compressor they are using. Thats only 62lb/min, where their newer 60mm is 70lb/min.

muibubbles

iTrader: (36)

any recomendations for something under 1k? im kinda leaning towards the aspec 3574 because i dont wanna have fitment issues... anyone running a bw on aspecs short runner?

what about this one?
http://www.diesel-plus.com/dd_turbo.cfm?npid=9781
Wheel Dimensions: Compressor: 60.0 mm inducer, 83.5 mm exducer,
with exclusive Extended Tip Technology.
Turbine: 76.2 mm inducer, 67.5 mm exducer. C
Housing A/R: Compressor: .55, with 4.0" hose-type inlet, and 3.0" hose-type discharge. Turbine: .91, with 'T4-style', divided entry, and 4.21" v-band discharge.

or this one?
http://www.diesel-plus.com/dd_turbo.cfm?npid=7248
Wheel Dimensions:
Compressor: 66.1mm inducer, 91.4mm exducer, with exclusive Extended Tip Technology.
Turbine: 79.8mm inducer, 73.4mm exducer
Housing A/R:
Compressor: .55, with 4.0" hose-type inlet, and 3.0" hose-type discharge
Turbine: .88, with 'open' volute, featuring a 'T04-style' turbine inlet flange
also whats the difference between the old version and new version?

muibubbles

iTrader: (36)

buuuuuump

killahrx7

i installed that s366 on one of my customer's car at 12psi it made 358hp car is a daily driver, me personally think it would be a good choice....also the car is half bridge.

muibubbles

iTrader: (36)

exact same trim as i posted? and the customers car is hbp as well? interestinggggg! what kind of manifold? any water meth? got any dyno graphs of that? thanks!

killahrx7

half bridge with meth injection, custom made exhaust manifold.

muibubbles

iTrader: (36)

so im prettty much leaning towads the s366 despite what either of my mechanic says =/
one prefers the A/R closer to .8 the other prefers it atleast 1.00 so i assume the .88 is a nice middle ground and shouldnt cause too much lag?

also at what point should we upgrade out exhausts? i have 3" all the way back but since im getting a custom dp i thought now would be a good time to go 4" all the way back?

ScorpionT

iTrader: (3)

The .88 is the smallest you should use. If you have a divided manifold, get the .91 or 1.00 housing. For 500wheel hp, I would use the 1.00 myself.

muibubbles

iTrader: (36)

from what i understand the small a/r the less lag, the less i make up top... am i correct? what else would it effect if i get a .88 ar?

will the s366 beat a 35r? or will it play catch up?

i rather compromise the loss of peak hp vs low end power..

thanks again for all your guys help!

ScorpionT

iTrader: (3)

The .88 is undivided. If you have a divided manifold, it will outperform an undivided if the housings are of similar size, especially on a rotary. The 366 should be a bit behind, but not by much.