What turbo kits is everyone running these days?
My setup was completed in the spring of 2005.
It is an A-SPEC Garrett GT3582R T3 1.06 AR - short runner exhaust header with a Tial 46mm WG.
They did not have T4 units when I purchased mine.
In late 2015, I had it upgraded by Force Performance near Dallas. The compressor was upgraded to
their HTA billot 82mm compressor and they modified the housing to give it surge protection.
Thus it is now a FP HTA GT3582R turbo.
It flows more than the Garrett GTX3582R and builds boost better the the original GT3582R.
It is an A-SPEC Garrett GT3582R T3 1.06 AR - short runner exhaust header with a Tial 46mm WG.
They did not have T4 units when I purchased mine.
In late 2015, I had it upgraded by Force Performance near Dallas. The compressor was upgraded to
their HTA billot 82mm compressor and they modified the housing to give it surge protection.
Thus it is now a FP HTA GT3582R turbo.
It flows more than the Garrett GTX3582R and builds boost better the the original GT3582R.
Yes, external waste gate open vented is what you want for maximum performance.
Several thread on this forum over the years of people at the 400rwhp level that changed from open vented external waste gate to plumbed back in external waste gate and lost 25-40rwhp.
IWG is going to be the same or worse because of the small waste gate valve area.
On top of this with the larger exhausts (3.5" and 4") the EFR IWG have been shown not to be able to hold low boost on the rotary.
I think the IWG EFRs are an awesome option, but they aren't for every application.
Several thread on this forum over the years of people at the 400rwhp level that changed from open vented external waste gate to plumbed back in external waste gate and lost 25-40rwhp.
IWG is going to be the same or worse because of the small waste gate valve area.
On top of this with the larger exhausts (3.5" and 4") the EFR IWG have been shown not to be able to hold low boost on the rotary.
I think the IWG EFRs are an awesome option, but they aren't for every application.
We also made 557rwhp on a dynodynamics at 24psi on the 8374 IWG cast kit.
The above numbers are pretty phenomenal, and show that when setup & tuned properly you can still make BIG hp numbers on the IWG.
If you have the funds and swap from the gt40r to an 8374 the difference is night and day. The turbine wheels are half the weight and it makes a phenomenal difference in response and low end grunt.
We have a lot of dyno charts and vidoes on our parts website:
https://www.turbosource.com/BorgWarn...s-fd3siwg-.htm
We have a lot of dyno charts and vidoes on our parts website:
https://www.turbosource.com/BorgWarn...s-fd3siwg-.htm
Are you talking about Peter's FD? Is he still running the ported EFR IWG turbine housing?
How the hell did you fit a controller? I had to hammer my strut tower in to clear the hotsite when I had a HE351VE and that's with the controller removed. I used pneumatics and the ECU to open/close the valve but never liked how it drove. It acted more like an exhaust brake than a VGT on the rotary and weighed over 50#. Transient and boost threshold were both worse than the much larger EFR9180 I ran after that.
Local Audi guy has one of those Holset VGT turbos he wants to use.
Yes, kind of hard to tune since engine Volumetric Efficiency changes with exhaust manifold pressure and the manifold pressure is constantly varying (unless you set it up with just a spring and exhaust back pressure actuating the VGT).
Our tuner friend came up with the idea of using Mass Air Flow sensor for fueling- makes sense.
And can still use RPM/Boost to tune ignition timing.
I used pneumatics and the ECU to open/close the valve but never liked how it drove. It acted more like an exhaust brake than a VGT on the rotary and weighed over 50#. Transient and boost threshold were both worse than the much larger EFR9180 I ran after that.
Yeah, rotary is a bit touchy to exhaust back pressure at low rpm.
Try to crank the VGT closed for good spool at low rpm and the exhaust has a hard time punching through the exhaust back pressure into the turbo instead of going back up the intake.
Might have worked better with just a spring and exhaust back pressure actuating the VGT.
I think some careful tuning with full electronic control on the VGT on a loading dyno could get some even better results- the turbo would have to fit ahead of the engine.
But from the HX40 compressor maps I have seen the compressor surge line on that HE351VE isn't that great, so it just can't spool like an EFR 8374 no matter how well the exhaust works.
Probably a bit to optimized for the diesel it came off to work as well as it could on the rotary.
Yes, kind of hard to tune since engine Volumetric Efficiency changes with exhaust manifold pressure and the manifold pressure is constantly varying (unless you set it up with just a spring and exhaust back pressure actuating the VGT).
Our tuner friend came up with the idea of using Mass Air Flow sensor for fueling- makes sense.
And can still use RPM/Boost to tune ignition timing.
I used pneumatics and the ECU to open/close the valve but never liked how it drove. It acted more like an exhaust brake than a VGT on the rotary and weighed over 50#. Transient and boost threshold were both worse than the much larger EFR9180 I ran after that.
Yeah, rotary is a bit touchy to exhaust back pressure at low rpm.
Try to crank the VGT closed for good spool at low rpm and the exhaust has a hard time punching through the exhaust back pressure into the turbo instead of going back up the intake.
Might have worked better with just a spring and exhaust back pressure actuating the VGT.
I think some careful tuning with full electronic control on the VGT on a loading dyno could get some even better results- the turbo would have to fit ahead of the engine.
But from the HX40 compressor maps I have seen the compressor surge line on that HE351VE isn't that great, so it just can't spool like an EFR 8374 no matter how well the exhaust works.
Probably a bit to optimized for the diesel it came off to work as well as it could on the rotary.