Lithium
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Everything posted by Lithium
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Very nice result, what fuel and other mods? Have booked the dyno to tune my mates S14 with a 8cm TD05H-Evo3 16G on flex fuel, we will go to full E85 and at this stage may go up to around 20-21psi. Will post results for that when it's done. Do people realise (or have any thoughts) on the sentiment that the Evo3 16G is often considered to flow similar to the 18G? This fact was part of the grounds we chose the Evo16G compressor over the 18G though will soon enough know if that was folly. So far it happily pumping enough air to keep the SR20's thirst for air quenched, so seems good so far. Also, I had previously posted ~3700rpm for full boost - that was rolling on throttle, later testing showed that it gets 19psi by 3500rpm in 3rd gear and holds power nicely past 6000rpm, compared to the old PE1420 which hit a wall before 6000rpm.
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Optimising injection timing can give interesting results -
People have had mixed bag with their luck with them - so far anyone I have heard of (including on forums) I know who have had issues are ones who have been running the turbo HARD. One of my mates has been running his EVO with an ATP TS 1.06 HTA3582 on pump gas for years (~330-360awkw max) as a time attack/hillclimb car with no issues. That case I showed was actually the only case I know of first hand, no one else I know has had a specific issue - and that car had been run to >500kw @ hubs on an SR20VET with a GT35 hotside and typically raced at race events (not time attack, actual laps) at >400kw so it was pushed pretty hard. Not saying it WILL happen, but the potential is there.
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Yep, I ran 255s on the back of mine and at the ~270kw area it was fine - maybe you could feel the tyres struggling a bit in 2nd, but only enough to make it obvious they were earning their keep.... nothing that required lifting of the throttle to let hook up or anything, unless it was wet.
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And if the Mat now could talk to the Mat who was angsting about whether to spend that money, what would you tell yourself?
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Depends on where you want to compromise and what you think you will get the most reward from, you can definitely save a reasonable amount of money and still get respectable performance - however with this there is less risk you are going to look back and think... Maybe this could be better, but now I have spent the money. Sent from my GT-I9505 using Tapatalk 2
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Wow that would make for an interesting dyno plot, what kind of boost are you aiming at shoving into it to make make that power on stock cams? I imagine most of it! Sent from my GT-I9505 using Tapatalk 2
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Yep - that is my understanding too. Here's one a 1.06a/r one from a E85 guzzling S15 race car from here which demonstrates what concerns me:
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Looks like an ATP housing, we were playing with a BW S300SX 8375 and a GT3582R (with ATP 1.06a/r T4 TS) housings a while ago comparing the general turbo stuff and there was a definite difference in quality etc - GT3582R on the right:
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Yeah I reckon! The new Super94 (which basically outperforms the 3794/PT6766/pretty much any 67mm turbo in spool and flow apparently) is actually for sale for a REALLY reasonable price considering what it is capable of, here's hoping there are other turbine housings available on request for the bigger motor guys as the .85 seems a little small - though the Boostin Performance DSM trapped at 177mph so it would have to be putting out near >1000hp with the thing, so maybe the flow is suited and conventional wisdom could be overlooked in this instance: ttp://store.forcedperformance.net/merchant2/merchant.mvc?Screen=PROD&Store_Code=FP&Product_Code=NTFPSUPER94&Category_Code=Turbo-FP I'd expect it would be totally streetable on a 3litre - imagine of street/drag weapon something like that could be?
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Wouldn't recommend using them if you intend on pushing it at all Sent from my GT-I9505 using Tapatalk 2
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Dumb - I went to get a link and realised it was only T3 divided, not that it should be a show stopper - but T4 would be more ideal due if nothing else to the commonality of T4 Divided "things".
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I would love to see the difference an HTA3073 would make, it is hard to tell if it would be enough response to bother as is sounds (after the 50kph from 3rd conversation I had recently with Mat) like it might no be necessary. I wish I had convinced someone closer to home to go HTA3076 so I could tell first hand haha.
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A large percentage of the big guy 8s/170+R35s are running twin HTAs, typically either HTA3586 or HTA3794s for srsbsns but HTA3076s are common too. The only R35 to have done >180mph so far did was Boost Logic with 94HTAs and low profile tyres with issues getting the power down the whole length of the strip, and there are at least two 8s GTRs doing so on HTA3586s. Boost Logic, ETS, Panda Performance, T1 Race Development, and JM Imports are just some of the leading R35 tuners which run them.
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I've been evangelizing about them here for a while too, Bri73y was the first here to take the plunge on them (with the aim for 20psi by 4000rpm and 370rwkw) and it sounds like it has helped him meet his targets - 34GeeTeeTee definitely seems pretty happy too! What I'd *love* to see is something like a HTA Super94 on a well built RB... would be insanity! I am ultra ultra glad they are performing like I had indicated - otherwise I'd not be able to set foot on Aussie soil Which would suck, as I am really looking forward to finally getting to WTAC this year!
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Mat - maybe hahahaha. It's clear that 390rwkw is where the going gets tough with this turbo
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I still reckon with a higher flowing exhaust it may have made some more killerwasps - though it was clearly getting near it's limit so not likely to have been any miracles
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It's a shame he didn't provide the boost plot, I doubt it is holding 40psi to redline at all- it peaks at 39.8 and going by the curve is probably dropping from there, so it is effectively "all in" with a TiAL housing on E98 with a high compression 4G63... so best possible result probably.
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I think he is looking for something to be able hit that 400+kw with optimal response, not so much 500kw - the GT3586HTA (yep, I have a mate who has also run both turbos in twin scroll - as well as a normal GT3582R) did definitely make a fairly noticeable difference to low down response. It is exceptional for the power it makes, but if you're "only" going for around 400kw it is overkill. I know the comparison you are talking about regarding the 3586 vs 3794 - imho that is showing a bit of a lack of either consideration or proper explanation by the person who made that claim. That testing with on a Mitsi 4cyl which don't breathe like the engines we'd talk about on this forum, his motor wasn't choking on the 3586HTA by 40psi which is why he deducted that the 3794 wouldn't be worthwhile unless you went over 40psi. An RB25+ with cams/headwork odds are capable of moving more lb/min of air at a given pressure than that engine and as such you're definitely likely to hit that choke point where the 3794 would start showing it's worth at quite a bit lower boost than that - a mate maxed his out at around 25psi on an RB30 with 272deg cams (still making >500rwkw with ethanol) and I am certain a 3794 would have taken him further at that boost.
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I'd make sure they are the new Garrett TS housings, ATP ones aren't the best for longevity. Also, make sure you make your query to FP clear - that question above reads like you might just be asking for the compressor wheel whereas I am guessing you actually mean the full turbo, less the turbine housing?
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so i can just use a any GT35 TWIN scroll housing? Yep, it is essentially a normal GT3582R with an upgraded compressor side Sent from my GT-I9505 using Tapatalk 2
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The guys I know who have done TS ones have got the housing separately from a Garrett supplier - so if you can get one without turbine housing for cheaper, or arrange that either FP get one, or get supplied with one from Garrett and fitted? There is a "Other options available.." option on the page.
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Link G4 Plug-In Vs Vipec V44 Plug-In
Lithium replied to Hanaldo's topic in Engines & Forced Induction
Hmm - I've been making a little collection of spreadsheets/apps for myself to make tuning a bit easier, and been pondering what else might help... I have no idea why I never thought of making a background app which could open an LLG file and map out the mean AFRs for load cells hit in a logging session for a Link - given none of the guys I know use ViPECs. That isn't QUITE as good as clicking a cell and having the map adjust itself, but with the quick trim feature the Link does have it will be close enough, and should only take a couple hours to build. If you have set up the AFR target table quick trim will bring up a suggested AFR target so you don't have to head scratch too much. Thanks for the idea -
I would hope VNT should give an advantage, it definitely looks like the VNT has an edge on spool- personally I am treating what you are doing there as R&D, I like it for sure but until decent track/drag/street kms have been done on them really it should be considered to be testing. If it turns out to be reliable, what kind of pricing would you be looking at? And would you retrofit the tech to any turbo? I can only imagine how epic a VNT HTA3582 would be on an RB25!
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All good - it is good policy to at least try to check that you aren't asking something which is well and truly covered before asking a question, it was a bit glaringly obvious there was a HUGE active thread on them was one of the top topics prior to you adding this - it would have been hard to miss.
