Going Turbo - Need Some Advice
Senior Member
Joined: 06-20-06
Posts: 1,162
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From: winnipeg
I was trying to figure out flow numbers for the LSJ today and i got to thinking.....
the stock MAF sensor measures in Lb./Min so could i just use HPT and log Lb./Min vs. Rpm at a PR of 1 ( 0 boost) and there ya go i got my flow numbers. I have compared them to ones that i have calculated and thy are fairly close. so Lb.Min * density ratio = Lb. Min at different PR. Will this work? the numberts seem fairly close to that i have calculated.
Also when reading Compressor Maps is there a formula to use to determine when my turbo will spool or do i just assume that it will start around 2000rpm and be at full boost by abour 3000-3500rpm??
the stock MAF sensor measures in Lb./Min so could i just use HPT and log Lb./Min vs. Rpm at a PR of 1 ( 0 boost) and there ya go i got my flow numbers. I have compared them to ones that i have calculated and thy are fairly close. so Lb.Min * density ratio = Lb. Min at different PR. Will this work? the numberts seem fairly close to that i have calculated.
Also when reading Compressor Maps is there a formula to use to determine when my turbo will spool or do i just assume that it will start around 2000rpm and be at full boost by abour 3000-3500rpm??
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Joined: 02-27-07
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From: Houston, Tx
An m62 is a positive displacment blower it displaces about 1l p/r peak output at 13.5k rpm of 825m3/h and only designed for about 10psi of boost
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
No you're not lying, you're just DEAD WRONG!
Now back to the topic PLEASE!!!!
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From: .
An m62 is a positive displacment blower it displaces about 1l p/r peak output at 13.5k rpm of 825m3/h and only designed for about 10psi of boost
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
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From: Orange CA
2.0t VW guys have used them and had great luck a friend of mine has about 400whp with it and it spools very quick almost no lag with proper size piping.
Thread Starter
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From: Canada eh!
how about this turbo : GT3071R 440hp TC-3071R
http://www.turbochargers.com/store/p...roducts_id=357
Not a bad price, a bit more than I wanted to spend but oh well. Here's the map for it:
Or the : SC5031EMW 450hp New Turbo TC-SC5031EMW
http://www.turbochargers.com/store/p...roducts_id=358
http://www.turbochargers.com/store/p...roducts_id=357
Not a bad price, a bit more than I wanted to spend but oh well. Here's the map for it:
Or the : SC5031EMW 450hp New Turbo TC-SC5031EMW
http://www.turbochargers.com/store/p...roducts_id=358
Last edited by BlackSS/SC; May 15, 2007 at 07:09 PM. Reason: Automerged Doublepost
Rent me! per hour
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From: Still fixing others mistakes.
cure for lag = smaller a/r ont he exhaust side.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
Senior Member
Joined: 02-27-07
Posts: 984
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From: Houston, Tx
cure for lag = smaller a/r ont he exhaust side.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
I haven't figured exact numbers but I am going to lean towards the general concensus here and say if plotted out on a compressor map it wouldn't be a good match. This is not to say that changes cannot be made to many factors that go into choosing a turbo that would render this the right choice.
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Joined: 03-21-07
Posts: 353
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From: Rebel Land
I would Recommend a Precision Gt2871rs with a .48rear housng. I can tell you that is spools up nice and Fast. On the road it is a dream to drive trust me on this one.
Stomp on it and the Boost flys up nice and fast if not faster than the eaton.
They rate this unit at 440fwhp about 375whp. In terms of heat the Stock intercooler system Brings down the inlet temps on the Iat2 to 100F after a full run,thats at 18psi.
the Gt2871Rs is a nice unit for the street. We'll be testing some other units soon that will support more power.
Stomp on it and the Boost flys up nice and fast if not faster than the eaton.
They rate this unit at 440fwhp about 375whp. In terms of heat the Stock intercooler system Brings down the inlet temps on the Iat2 to 100F after a full run,thats at 18psi.
the Gt2871Rs is a nice unit for the street. We'll be testing some other units soon that will support more power.
with the prices of these turbos i might have to see if my boss reused the turbos on his boat (total of 4 two on each engine 
) but then again those things have 1200 hp to spool those huge things lol.
) but then again those things have 1200 hp to spool those huge things lol.
Thread Starter
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Joined: 07-18-05
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From: Canada eh!
The GT2871r is no doubt the best turbo for a kit and a nice drive but what if you wanted that little bit over what that puts out? Is there a fairly quick spooling turbo that would net 325whp on say 15psi?
and conservative timing 19 deg.
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Joined: 01-05-06
Posts: 10,877
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From: East Brunswick, NJ
cure for lag = smaller a/r ont he exhaust side.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
OR, timing retard down low, and dump fuel. valves hate this, but it spools much faster.
why do people think the 35r is too big?!?
hell 14 psi would net over 330 to the tire if tuned right.
30 psi would be 400+
i guess my idea's are out the window.
keep this in mind. less stress = happier, longer living parts.
found this out the hard way on the b16g dsm i had.
im just trying to figure out why the "Resident guru's" think a 35 is too big.
it won't make full boost in first gear, a huge plus in itself
when it hits third, hold on!
or get a smaller a/r exhaust housing and have it spool faster, but also lose top end.
it all comes down to personal preference. the motor is similar to the k series honda motors. i didn't say exact, i said close.
And I agree, 35 is not too big.
An m62 is a positive displacment blower it displaces about 1l p/r peak output at 13.5k rpm of 825m3/h and only designed for about 10psi of boost
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
I do know what im talking about
With the cnc ported head you should be able to achive about 450-500 hp with a ported blower and proper supporting mods. The m62 has the cfm to make that much hp. Not only that if you upgrade your heat exchanger to a much larger unit like a fluidyn 3 row what little heat the blower will produce will get absorbed by those fancy little laminova cores that those crafty sweeds of OPCON group created.
Now if you dont belive me that is your problem but i am not lying
Until you can, we'll consider that bit of information as incorrect.
Also by the way, even though the max CFM the M62 can create (according to you) can make that much HP doesn't mean that it can with a smaller displacement engine/4 cylinder engine AND even if it could, you would be WAAAY pass the M62s efficiency range and you'd be in a classic battle of the CFM vs Heat and Heat will win no matter what cooling modifications you think you can pull off.
There are plenty of people on here who are using Bigger Heat Exchangers, Dual Bypasses and Methonal Injection and NONE of them are breaking 300 WHP...so I'd like to see this magical amount of power just be created with the M62 alone.
But like I said, you show me proof, I'll eat my words but I won't be expecting that anytime soon.
Last edited by NJHK; May 15, 2007 at 08:37 PM. Reason: Automerged Doublepost
Senior Member
Joined: 02-27-07
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From: Houston, Tx
You sure it's not advancing the timing?
And I agree, 35 is not too big.
Ok, if you're not lying...prove it.
Until you can, we'll consider that bit of information as incorrect.
Also by the way, even though the max CFM the M62 can create (according to you) can make that much HP doesn't mean that it can with a smaller displacement engine/4 cylinder engine AND even if it could, you would be WAAAY pass the M62s efficiency range and you'd be in a classic battle of the CFM vs Heat and Heat will win no matter what cooling modifications you think you can pull off.
There are plenty of people on here who are using Bigger Heat Exchangers, Dual Bypasses and Methonal Injection and NONE of them are breaking 300 WHP...so I'd like to see this magical amount of power just be created with the M62 alone.
But like I said, you show me proof, I'll eat my words but I won't be expecting that anytime soon.
And I agree, 35 is not too big.
Ok, if you're not lying...prove it.
Until you can, we'll consider that bit of information as incorrect.
Also by the way, even though the max CFM the M62 can create (according to you) can make that much HP doesn't mean that it can with a smaller displacement engine/4 cylinder engine AND even if it could, you would be WAAAY pass the M62s efficiency range and you'd be in a classic battle of the CFM vs Heat and Heat will win no matter what cooling modifications you think you can pull off.
There are plenty of people on here who are using Bigger Heat Exchangers, Dual Bypasses and Methonal Injection and NONE of them are breaking 300 WHP...so I'd like to see this magical amount of power just be created with the M62 alone.
But like I said, you show me proof, I'll eat my words but I won't be expecting that anytime soon.
:[IMG]
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From: .
Rent me! per hour
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From: Still fixing others mistakes.
how to set up a big turbo car to spool faster then it should.
dump a **** ton of fuel down low, up to about 4500. turbo should be full blown screaming by 4k.
run about 6-7 degree's of total timing till then, then ramp it up.
this is a common technique used in big drag cars for about the first 330ft. this is what i did in my gsx on the drag strip tune.
do NOT run this in the street. you will hate life.
anti lag is just that, it yanks much more timing. IE negative degree's. usually about -17 or so, egts sky rocket as well. if not monitored. it will eat valves very fast. some two steps are setup like this.
and this is how you get a drag car to move.
p.s. finally, some one else doesn't think a 35r is too big.
dump a **** ton of fuel down low, up to about 4500. turbo should be full blown screaming by 4k.
run about 6-7 degree's of total timing till then, then ramp it up.
this is a common technique used in big drag cars for about the first 330ft. this is what i did in my gsx on the drag strip tune.
do NOT run this in the street. you will hate life.
anti lag is just that, it yanks much more timing. IE negative degree's. usually about -17 or so, egts sky rocket as well. if not monitored. it will eat valves very fast. some two steps are setup like this.
and this is how you get a drag car to move.
p.s. finally, some one else doesn't think a 35r is too big.
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Joined: 04-08-07
Posts: 85
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From: moncton
you would need
t3 t4 turbo ----------------------------1500.00 cnd we have ours made custum for better spool 450 whp daily
blowoff valve tial ----------------------300.00 cnd
wasgate 38mm tial ------------------ 300.00 cnd
walbro fuel pump 255 liter per hour 140.00 cndgood for 450 whp
rc 750 cc injector----------------------500.00 cnd got for 450 whp
intercoller ---------------------------300 to 1000 cnd depending what you want
you would needto fabicate all the piping and turbo manifold
these turbo made at 4 psi 250 whp 8 psi 300 whp on hondas 17 psi 455 whp
you never get the hp out of a supercharger that you can out of the turbo
and for the lag it only at lower rpm for the first gear and when after you go true all the gears you have full boost all the way true
i wish someone would be close to me i would build one for them
and on the stock motor you should see 350 whp whit out any problem
and whit 60 pds injector your only good for 350 whp before you go lean
t3 t4 turbo ----------------------------1500.00 cnd we have ours made custum for better spool 450 whp daily
blowoff valve tial ----------------------300.00 cnd
wasgate 38mm tial ------------------ 300.00 cnd
walbro fuel pump 255 liter per hour 140.00 cndgood for 450 whp
rc 750 cc injector----------------------500.00 cnd got for 450 whp
intercoller ---------------------------300 to 1000 cnd depending what you want
you would needto fabicate all the piping and turbo manifold
these turbo made at 4 psi 250 whp 8 psi 300 whp on hondas 17 psi 455 whp
you never get the hp out of a supercharger that you can out of the turbo
and for the lag it only at lower rpm for the first gear and when after you go true all the gears you have full boost all the way true
i wish someone would be close to me i would build one for them
and on the stock motor you should see 350 whp whit out any problem
and whit 60 pds injector your only good for 350 whp before you go lean
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Joined: 06-20-06
Posts: 1,162
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From: winnipeg
Y dont we quit arguing about whats better a blower or turbo and start plotting points on a compressor map. I am stuck with the decision of using a GT2871R or a GT30xx. my goal is about 350-400whp any more and bye bye tranny.
I have already calculated flow numbers for the LSJ but would like someone else to do it so i can see how our numbers compare to see if i am doing this correctly. I dont know if my numbers are correct cause from the info i have it seems as if the GT30xx is almost too big and will have surge problems.
I have already calculated flow numbers for the LSJ but would like someone else to do it so i can see how our numbers compare to see if i am doing this correctly. I dont know if my numbers are correct cause from the info i have it seems as if the GT30xx is almost too big and will have surge problems.
Senior Member
Joined: 02-27-07
Posts: 984
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From: Houston, Tx
how to set up a big turbo car to spool faster then it should.
dump a **** ton of fuel down low, up to about 4500. turbo should be full blown screaming by 4k.
run about 6-7 degree's of total timing till then, then ramp it up.
this is a common technique used in big drag cars for about the first 330ft. this is what i did in my gsx on the drag strip tune.
do NOT run this in the street. you will hate life.
anti lag is just that, it yanks much more timing. IE negative degree's. usually about -17 or so, egts sky rocket as well. if not monitored. it will eat valves very fast. some two steps are setup like this.
and this is how you get a drag car to move.
p.s. finally, some one else doesn't think a 35r is too big.
dump a **** ton of fuel down low, up to about 4500. turbo should be full blown screaming by 4k.
run about 6-7 degree's of total timing till then, then ramp it up.
this is a common technique used in big drag cars for about the first 330ft. this is what i did in my gsx on the drag strip tune.
do NOT run this in the street. you will hate life.
anti lag is just that, it yanks much more timing. IE negative degree's. usually about -17 or so, egts sky rocket as well. if not monitored. it will eat valves very fast. some two steps are setup like this.
and this is how you get a drag car to move.
p.s. finally, some one else doesn't think a 35r is too big.
This is an old school trick. Now you will find it on programs such as AEM under the name Anti Lag like Area47 said.
Edit: The above is hard on the engine components. There is a better way of doing this called a bypass valve that routes boost directly to the exhaust manifold in pulses. The boost will ignite with the left over fuel in the exhaust manifold (This is sort of like pulsed air injection) creating little pulses which help to spool the turbo.
The anti lag function on most tuning programs today only slightly retards timing and enrichens fuel mixture. In short periods of time this is not too bad for your engine and helps alot. Although you may need to get coated valves and definately get your turbo manifold coated.
Y dont we quit arguing about whats better a blower or turbo and start plotting points on a compressor map. I am stuck with the decision of using a GT2871R or a GT30xx. my goal is about 350-400whp any more and bye bye tranny.
I have already calculated flow numbers for the LSJ but would like someone else to do it so i can see how our numbers compare to see if i am doing this correctly. I dont know if my numbers are correct cause from the info i have it seems as if the GT30xx is almost too big and will have surge problems.
I have already calculated flow numbers for the LSJ but would like someone else to do it so i can see how our numbers compare to see if i am doing this correctly. I dont know if my numbers are correct cause from the info i have it seems as if the GT30xx is almost too big and will have surge problems.
Last edited by Mikey851; May 15, 2007 at 09:49 PM. Reason: Automerged Doublepost
Thread Starter
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Joined: 07-18-05
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From: Canada eh!
How would this turbo work? It's in my price range.
GT32 73 Trim - Price $ 765
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
GT32 73 Trim - Price $ 765
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
Senior Member
Joined: 02-27-07
Posts: 984
Likes: 0
From: Houston, Tx
How would this turbo work? It's in my price range.
GT32 73 Trim - Price $ 765
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
GT32 73 Trim - Price $ 765
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
They used the standard VE to find the results. They also used a final outlet temperature of around 120F (This may be a little higher than what we'll see but it's close enough). Everything else was figured using the normal parameters (Except when someone actually measures the exact numbers, people use a rough number such as 85% Volumetric Efficiency without the turbo). They even used roughly the AFR that we would use (around 11.5:1).
Edit: Your link doesn't work. I'm looking at the plotted results for the GT28 and GT30 right now.
I will be back on in a little bit. Depending on which exact one is used, it appears that the GT35R matches up the best. After I get back I'll really look at them and then I'll post up the compressor maps with their plotted points.
Also, keep in mind guys that the calculation must be customized to tell you exactly what you need. But, since we run boost in a range of about 15psi to 22psi, it is a good comparison and cool that the numbers lined up like that. Don't forget as well that selection is also effected by where you want to make the power. The plots I made so far are 5,000RPM and 7,000RPM. I will plot 4 different RPMs to find which exact turbo would be the best as all of the aspects of the turbo change it's compressor chart, including trims, A/R etc.
Last edited by Mikey851; May 15, 2007 at 10:36 PM.
Thread Starter
Senior Member
Joined: 07-18-05
Posts: 2,130
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From: Canada eh!
Try this link, it should work:
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
Thanks for all the info!
http://www.atpturbo.com/Merchant2/me...ory_Code=GTNBB
Thanks for all the info!
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Joined: 06-20-06
Posts: 1,162
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From: winnipeg
k well here we go.
VE i just assumed it as 85% throughout the entire rpm range. (if anyone has a VE vs. RPM chart please PM me and ill edit my calcualtions)
At a PR of 1.7 ~ 10 PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
6.8, 8.5, 10.2, 11.9, 13.6, 15.3, 17.0, 18.7,
93.3, 116.6, 139.9, 163.2, 186.5, 209.8, 233.2, 256.5,
6000 6500 7000
20.4, 22.1, 23.8,
279.8, 303.1, 326.4,
At a PR of 2 ~ 15PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
8.0, 10.0, 12.0, 14.0, 16.0, 18.0, 20.0, 22.1,
110.1, 137.6, 165.2, 192.7, 220.2, 247.8, 275.3, 302.8,
6000 6500 7000
24.1, 26.1, 28.1,
330.3, 357.9, 385.4,
At a PR of 2.36 ~ 20PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
9.2, 11.5, 13.8, 16.1, 18.4, 20.7, 23.0, 25.3,
126.6, 158.2, 189.8, 221.5, 253.1, 284.8, 316.4, 348.0,
6000 6500 7000
27.7, 30.0, 32.3,
379.7, 411.3, 443.0,
kinda shitty to read but thats the best i can do. if anyome wants the excel spreadsheet i used PM me.
VE i just assumed it as 85% throughout the entire rpm range. (if anyone has a VE vs. RPM chart please PM me and ill edit my calcualtions)
At a PR of 1.7 ~ 10 PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
6.8, 8.5, 10.2, 11.9, 13.6, 15.3, 17.0, 18.7,
93.3, 116.6, 139.9, 163.2, 186.5, 209.8, 233.2, 256.5,
6000 6500 7000
20.4, 22.1, 23.8,
279.8, 303.1, 326.4,
At a PR of 2 ~ 15PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
8.0, 10.0, 12.0, 14.0, 16.0, 18.0, 20.0, 22.1,
110.1, 137.6, 165.2, 192.7, 220.2, 247.8, 275.3, 302.8,
6000 6500 7000
24.1, 26.1, 28.1,
330.3, 357.9, 385.4,
At a PR of 2.36 ~ 20PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
9.2, 11.5, 13.8, 16.1, 18.4, 20.7, 23.0, 25.3,
126.6, 158.2, 189.8, 221.5, 253.1, 284.8, 316.4, 348.0,
6000 6500 7000
27.7, 30.0, 32.3,
379.7, 411.3, 443.0,
kinda shitty to read but thats the best i can do. if anyome wants the excel spreadsheet i used PM me.
Last edited by Kennyspec; May 15, 2007 at 11:43 PM. Reason: Automerged Doublepost
Senior Member
Joined: 02-27-07
Posts: 984
Likes: 0
From: Houston, Tx
k well here we go.
VE i just assumed it as 85% throughout the entire rpm range. (if anyone has a VE vs. RPM chart please PM me and ill edit my calcualtions)
At a PR of 1.7 ~ 10 PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
6.8, 8.5, 10.2, 11.9, 13.6, 15.3, 17.0, 18.7,
93.3, 116.6, 139.9, 163.2, 186.5, 209.8, 233.2, 256.5,
6000 6500 7000
20.4, 22.1, 23.8,
279.8, 303.1, 326.4,
At a PR of 2 ~ 15PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
8.0, 10.0, 12.0, 14.0, 16.0, 18.0, 20.0, 22.1,
110.1, 137.6, 165.2, 192.7, 220.2, 247.8, 275.3, 302.8,
6000 6500 7000
24.1, 26.1, 28.1,
330.3, 357.9, 385.4,
At a PR of 2.36 ~ 20PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
9.2, 11.5, 13.8, 16.1, 18.4, 20.7, 23.0, 25.3,
126.6, 158.2, 189.8, 221.5, 253.1, 284.8, 316.4, 348.0,
6000 6500 7000
27.7, 30.0, 32.3,
379.7, 411.3, 443.0,
kinda shitty to read but thats the best i can do. if anyome wants the excel spreadsheet i used PM me.
VE i just assumed it as 85% throughout the entire rpm range. (if anyone has a VE vs. RPM chart please PM me and ill edit my calcualtions)
At a PR of 1.7 ~ 10 PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
6.8, 8.5, 10.2, 11.9, 13.6, 15.3, 17.0, 18.7,
93.3, 116.6, 139.9, 163.2, 186.5, 209.8, 233.2, 256.5,
6000 6500 7000
20.4, 22.1, 23.8,
279.8, 303.1, 326.4,
At a PR of 2 ~ 15PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
8.0, 10.0, 12.0, 14.0, 16.0, 18.0, 20.0, 22.1,
110.1, 137.6, 165.2, 192.7, 220.2, 247.8, 275.3, 302.8,
6000 6500 7000
24.1, 26.1, 28.1,
330.3, 357.9, 385.4,
At a PR of 2.36 ~ 20PSI
RPM
LB./Min
CFM
2000 2500 3000 3500 4000 4500 5000 5500
9.2, 11.5, 13.8, 16.1, 18.4, 20.7, 23.0, 25.3,
126.6, 158.2, 189.8, 221.5, 253.1, 284.8, 316.4, 348.0,
6000 6500 7000
27.7, 30.0, 32.3,
379.7, 411.3, 443.0,
kinda shitty to read but thats the best i can do. if anyome wants the excel spreadsheet i used PM me.
PR 1.95 (14psi) PR 2.63 (24psi)
5000rpm 21.62 5000rpm 28.03
7000rpm 30.26 7000rpm 38.937
These are just two of the RPM points. I have them all in increments of 1k. I will now plot the turbo compressor maps using different colors with all three different pressure ratios and 4 different rpms for each.
Edit: I started looking at all of the compressor maps and I decided not to post any on here due to the fact that everyone may want a different setup. If you guys don't know how to plot a compressor map, either someone on here will tell you or we can do it for you. Just let someone know how much boost you want to run and where you want your powerband. The engine dictates alot of this, but alot of it is up to you as well.
Last edited by Mikey851; May 16, 2007 at 12:23 AM.
New Member
Joined: 04-09-07
Posts: 102
Likes: 0
From: Jacksonville, Fl.
Ok for the sake of everyone who does not know much on turbo's you should start with some basic links of reference.
Turbo Tech 101
Turbo Tech 102
Turbo Tech 103
And focus on the important things like understanding what you are really putting on your car and the efficiency of the turbo that you will be using. TEch 103 is an extremely important section to understand.
Example........
I have only seen the issue of EGT brought up 1 time in this whole thread and that is one you really need to look at as well. Keep in mind that while reducing lag with smaller a/r exhaust housings you will be building ungodly amounts of EGT. On a SAAB 9-3 2.0 Ecotec
running a TD04HL-15T (rated for 350HP max) the egt's run in the area of 900C up to around 975C. Thats damn hot!! By using the equation of small a/r with a mass fuel dump in the low you will produce a very badly powered car that will always be short of its real potential had it gotten some real tuning.
Turbo Tech 101
Turbo Tech 102
Turbo Tech 103
And focus on the important things like understanding what you are really putting on your car and the efficiency of the turbo that you will be using. TEch 103 is an extremely important section to understand.
Example........
I have only seen the issue of EGT brought up 1 time in this whole thread and that is one you really need to look at as well. Keep in mind that while reducing lag with smaller a/r exhaust housings you will be building ungodly amounts of EGT. On a SAAB 9-3 2.0 Ecotec
running a TD04HL-15T (rated for 350HP max) the egt's run in the area of 900C up to around 975C. Thats damn hot!! By using the equation of small a/r with a mass fuel dump in the low you will produce a very badly powered car that will always be short of its real potential had it gotten some real tuning.