so i've been told my turbo is too big for a 2.0L motor and i wouldn't have full boost untill 5k rpm or so...

I dunno if i feel like waiting till 5k for boost to come on so i may be entertaining the idea of twincharging... i don't see how this turbo would be too big tho.

the compressor side is .60 and the exhaust side is .54...

if anyone knows anything about turbo's on these motors, please chime in...

tyhe guy i bought it from had it on a 1.8L B18C honda motor, he was making 35psi @ 4500rpm on a built bottom end.

i dont understand why a motor .2l larger wouldn't be able to spool the turbo just as fast, if not faster, especially running less boost.

here's some pics of the turbo, i was told it was a T4, i'm pretty sure it is due to the fact that it has a T4 flange lol... but yeah...








i need the help of the LSJ turbo gurus now cause if this thing is too big to spool by 4000rpm or sooner i tink i may have to look into going twincharged, or hybrid the turbo with a T3.

 

so are you still going turbo if it's too big?

or are you gonna get one of those magnuson blowers?

ohh ohh, you should get the 1.9ltr blower and put it on your car with that big ass busted turbo and make like rediculous power!!!!!!!!! You would have like the mostest top end monster ever!

fyi, that turbo looks like it's been through hell and back. Have you checked the seals? any shaft play?

any other specs on the exhaust side of that turbo? .54? what's the a/r?

 

The guy you bought it from was full of ****.

 

**** those magnuson blowers lol, if the turbo is too big i'll most likely either throw a 50shot on to spool it faster or twincharge...

and the seals are fine, theres no shaft play, turbo had about 2k miles on it when he took it off, the exhaust housing isn't even discolored so i know it wasn't used that much... just needs to be cleaned up, the oil is there because the guys motor blew on the dyno, he only ran it at 35psi for 3 passes and on the 3rd pass his motor puked its guts out. pretty much the car was a dyno queen, only driven around town for a little while and only ran hard on the dyno, the car put down 600whp when it took a ****.

in what area? that it was a T4? that he was making 35psi @ 4500rpm?

i would like to know where you get this idea from... especially seeing that i know the guy who built his motor.

 

The guy who built the motor obviously knew what he was doing since it blew up.

 

he built it, but not for 600whp... the owner of the car wanted to push it to see what he could get as a max number and even tho he was warned he still wanted to try it... he got his 600whp dyno sheet... but he also blew the **** out of the motor lol...

servion is the guy who overseen the build, he's a local tuner who created his own tuning software for hondas called neptune, it's used by alot of shops and honda tuners all over the u.s... not to mention servion is colorado's #1 tuner, his personal car is a daily driven 638whp civic hatchback that runs 10.2's

i'd trust him to tune my car before i trusted anyone, besides area that is...

 

its about area under the curve.......not how high you can get it.....

 

turbo shoule be fine, is it a T4 turbine (exhaust side) if so .54 a./r is good, if it's a T3 hotside then .54a/r is actually kinda small (should run at least a .63). The turbo I run is a bit larger and I hit 22 psi by 4200 rpm. Car is retarded.

 

That turbo will spool just fine, if the exhaust wheel is a p-trim the turbine a/r will be fine for most power levels, although I don't know what kind of power u r trying to make.

 

flange denotes AR, thus flange sizing can not be an apples-to-apples comparison.

you run a .63, yet i run a .58, however yours is T3 based and mine is T4 thus a larger total cross section.

Duh paul!


any who, she'll be up before 5k, not much tho.

your biggest draw back is the CHRA of the turbo, being that its a journal barring turd. that's going to do nothing but hurt spool times.

might be a p-trim Garrett, or an old stg5 turbine....hrmmmm, cant tell from the pics.

 

hey now I did make reference to t3 or t4 hot side. I"m starting to finally get a hold of this turbo stuff.


speaking of which...... GT4088 1.40a/r T4 for the rx......... finally getting done tomorrow.

 

^^ Thought that was going twin?

 

yes it is a T4 turbine... no T3/T4 hybrid here.

what turbo are you running?

350-400whp... looking to have boost by 4k rpm.

The turbo is a garrett... not that old i don't think... it's a vband turbo.

 

journal bearing centers will spool very fast if you have your oil psi to the turbo in check. That is something that is often overlooked in turbocharging. The bullseye turbos are journal bearing and they spool very quickly, even in the larger frame sizes. The S256 we run on some of our cars at the shop spools easily as fast as a 3076r or 3582r, and I understand it depends on mod level.

 

thats a big "if"

and no, turbo to turbo a journal barring will not spool as fast given all other factors as constant.

the constant axial support and float via barring out does the variable "float" the shaft sees thru the oil in the support section.

while the inner race of the barring does add rotating mass, its lower friction constant makes up for such.

now if you could meter the turbo to have a constant oil pressure, say 70psi, then you could shim down the allowable tolerance and constrain the thrust barring a bit more, then you would have a topic of discussion. as overall mass is reduced.

both BW and Honywell have covered this topic, as well as a few recent SAE doc's on the topic, as turbo charging has been in the spot light for the new "green" movement production engines.

the durability and "dont give a ****" attitude that journal barring turbos have / will tolerate is something quite impressive tho.

 

t3/t4 turbonetics HiFi 60-1 cbb. .63 a/r 5 bolt discharge (for now).