A-spec 500R
10-22-07, 04:43 PM
#303
Rotary tuner
Join Date: Feb 2004
Location: In Sweden
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What is the biggest number you have dyno a engine with this kit. Im going to tune my car as soon as i have change the injector setup so it works with E85 and then im ready. Should be fun to know some other numbers befor so i know what i should try to beat 
10-23-07, 08:59 PM
#305
Junior Member
Join Date: Jul 2007
Location: Cayman Islands
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im trying to decide if i want one of these kits (someone locally is selling one) but at this point in time the only supporting mods i have are
RE Amemiya type B ecu
Greddy SMIC
3.5"dp & mp
Apexi GT exhaust
cleaned & flowed 550's & 850's
walbro 250 hp
innovative lc1
Any idea what i should limit myself to boost wise? I'm guessing no more than 10psi till i get a pfc and some 1300's?
RE Amemiya type B ecu
Greddy SMIC
3.5"dp & mp
Apexi GT exhaust
cleaned & flowed 550's & 850's
walbro 250 hp
innovative lc1
Any idea what i should limit myself to boost wise? I'm guessing no more than 10psi till i get a pfc and some 1300's?
02-16-08, 05:20 PM
#315
I am probably going to ask a really stupid question. But I honestly don't know what the .80 .86 options really mean. I have looked at turbo 101 sites and stuff and I guess just how its said doesnt get across to me. What would be a good way of saying how that number relates to the turbo? Any difference in horsepower numbers? Or just to the powerband?
02-17-08, 01:27 PM
#316
The A/r number is a ratio that can best be described as a way to control flow over the turbine. Larger A/r's tend to make more power but be peaky in delivery, while smaller A/r's tend to make more power sooner but fall off in the upper rpm's.
You can get around this some by running a divided(split pulse, twin scroll, etc) turbine housing. This allows you to step up a size or two and still keep decent response while not loosing top end power.
Consider the turbine A/r to be a nozzle and it directs the air on the turbine. The smaller tighter the nozzle the more air directly hits the turbine. This increases spool, However, this will then raise up the back pressure levels pre-turbine. (This is where you loose top end) A way around this somewhat is have a larger exducer (exit diameter) or back cut the wheel to let air out sooner. You want air to drive the turbine as much as possible and then leave as soon as possible.
Having a overly large turbine A/r and not really stepping up the wheel almost always leads to a laggy turbo that only picked up marginal power up top, while losing lots of power down low. Not good for much other than full blown drag cars.
I prefer larger turbines in smaller A/r's (whenever possible) over smaller turbines in larger A/r's If done right you will make the same peak power roughly and still have a decent powerband. Again the idea is to direct airflow onto the wheel then get it out as quickly as possible.
You can get around this some by running a divided(split pulse, twin scroll, etc) turbine housing. This allows you to step up a size or two and still keep decent response while not loosing top end power.
Consider the turbine A/r to be a nozzle and it directs the air on the turbine. The smaller tighter the nozzle the more air directly hits the turbine. This increases spool, However, this will then raise up the back pressure levels pre-turbine. (This is where you loose top end) A way around this somewhat is have a larger exducer (exit diameter) or back cut the wheel to let air out sooner. You want air to drive the turbine as much as possible and then leave as soon as possible.
Having a overly large turbine A/r and not really stepping up the wheel almost always leads to a laggy turbo that only picked up marginal power up top, while losing lots of power down low. Not good for much other than full blown drag cars.
I prefer larger turbines in smaller A/r's (whenever possible) over smaller turbines in larger A/r's If done right you will make the same peak power roughly and still have a decent powerband. Again the idea is to direct airflow onto the wheel then get it out as quickly as possible.
02-17-08, 02:32 PM
#317
What would you suggest on this turbo to get good response but still be able to extend the powerband as far as possible? And I dunno if I read this already. Might have forgotten. Where does this turbo usually start to get spooled? like what rpm would be a good range to expect to get spoolup in an average car? Dunno if thats too broad of a question but Just an about answer you know? But this is an awesome turbo.
04-17-08, 11:08 PM
#323
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Hey Sean, I just read through this whole post. I have learned a lot more about the 500r. I guess I have to join the club and get on the waiting list. It looks like it is worth the wait! I sent a couple of emails going back a week or so. I must admit I was getting a bit impatient with the lack of response. After reading through this post, I guess I need to grow some patients. Looks like you are one busy guy. I would like to send you the up-front money to get my name in the hat. I would appreciate it if you could let me know how to go about that. I would also really appreciate an answer to the LIM question in my earlier emails. I want to order the parts, just need to know if they work with your setup. Thanks RD
04-19-08, 12:13 PM
#324
Hey Richard I shot you a response email. I think the newer version is going to be right up your alley. 
If when your ready to place any order you can call and Ryan will process it. Or you can email him ( ryan@a-spec.com ) and he can process it that way as well.
If when your ready to place any order you can call and Ryan will process it. Or you can email him ( ryan@a-spec.com ) and he can process it that way as well.
