Direct replacement aftermarket turbo frame PT5557
07-04-2019, 06:31 PM
#1
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Direct replacement aftermarket turbo frame PT5557
I am currently running a Precision 5557 w/ T3 inlet .63 turbine and looking for a direct swap replacement to bolt-on (except I would like to go with a 1.06 AR 3" V-band outlet instead of the 5-bolt 2.5" outlet). Will a T3 BW S256SX bolt-on in place of the 5557? The large A/R is because I am twincharged.
My fresh rebuilt Precision 5557 turbocharger is leaking oil on the hot side and I just found unacceptable shaft play so it's gotta go. This was rebuilt by Precision and has less than 1,500 miles on it, I plan on sending it back to Precision to check out why it failed. I am running a purchased/assembled -3AN direct oil line from the oil cooler Tee'd off sharing the T with the oil pressure sensor and I have been monitoring oil pressure constantly, so there is high confidence there is not an oil feed problem. I am also running a -12AN oil drain full flow there are no 'fail' adapters or transitions that bottle neck the inside diameter. I have higher than normal blowby but I do have a 5/8" bung on the valve cover that goes directly to the bottom end of the crankcase.
My fresh rebuilt Precision 5557 turbocharger is leaking oil on the hot side and I just found unacceptable shaft play so it's gotta go. This was rebuilt by Precision and has less than 1,500 miles on it, I plan on sending it back to Precision to check out why it failed. I am running a purchased/assembled -3AN direct oil line from the oil cooler Tee'd off sharing the T with the oil pressure sensor and I have been monitoring oil pressure constantly, so there is high confidence there is not an oil feed problem. I am also running a -12AN oil drain full flow there are no 'fail' adapters or transitions that bottle neck the inside diameter. I have higher than normal blowby but I do have a 5/8" bung on the valve cover that goes directly to the bottom end of the crankcase.
07-04-2019, 08:09 PM
#2
im not sure about the gen 3 blocks, but the gen 1 and 2 blocks the oil pressure sensor is oil from between the pump and filter, so on those its not filtered oil. i like to feed my turbo with oil from above the balance shafts, however i dont think the gen 3 block has those ports. i also like to use a -4 line to feed the turbo.
im wondering if you wouldnt benefit from going to a larger compressor. do you by chance monitor boost pressure between the turbo and the blower? one thing i see everyone doing on twincharged setups on these cars is going with the same size turbos that are commonly run on a turbo only setup, and thats not typically how a compound setup works best.
im wondering if you wouldnt benefit from going to a larger compressor. do you by chance monitor boost pressure between the turbo and the blower? one thing i see everyone doing on twincharged setups on these cars is going with the same size turbos that are commonly run on a turbo only setup, and thats not typically how a compound setup works best.
07-05-2019, 11:15 AM
#3
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Thread Starter
im not sure about the gen 3 blocks, but the gen 1 and 2 blocks the oil pressure sensor is oil from between the pump and filter, so on those its not filtered oil. i like to feed my turbo with oil from above the balance shafts, however i dont think the gen 3 block has those ports. i also like to use a -4 line to feed the turbo.
im wondering if you wouldnt benefit from going to a larger compressor. do you by chance monitor boost pressure between the turbo and the blower? one thing i see everyone doing on twincharged setups on these cars is going with the same size turbos that are commonly run on a turbo only setup, and thats not typically how a compound setup works best.
im wondering if you wouldnt benefit from going to a larger compressor. do you by chance monitor boost pressure between the turbo and the blower? one thing i see everyone doing on twincharged setups on these cars is going with the same size turbos that are commonly run on a turbo only setup, and thats not typically how a compound setup works best.
The car is still being tuned, the max boost so far at the engine is about 28 psi and about 18 psi out of the turbocharger. There are some packaging challenges, life would be cheap and easy to keep the 3" compressor inlet so looks like that is limiting factor and same with the exhaust side my turbo manifold is custom with a T3 flange so that is not going to change either.
07-09-2019, 10:57 AM
#4
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Thread Starter
I contacted AGP, the S256SX will bolt-on.
As far as the turbo, it's "rated" for 495 bhp but I was running about 525 bhp and with the small 0.63 A/R I was probably over spinning the it...so this might be expected. The 5557 is a weird on, I asked Precision when I was getting it rebuilt if I could upgrade the turbine to a larger A/R, they said it is actually a turbonetics turbo and gave me contact info for them.
I assume going to a 1.06 A/R would reduce turbo speed for the same amount of flow. Any thoughts on that?
As far as the turbo, it's "rated" for 495 bhp but I was running about 525 bhp and with the small 0.63 A/R I was probably over spinning the it...so this might be expected. The 5557 is a weird on, I asked Precision when I was getting it rebuilt if I could upgrade the turbine to a larger A/R, they said it is actually a turbonetics turbo and gave me contact info for them.
I assume going to a 1.06 A/R would reduce turbo speed for the same amount of flow. Any thoughts on that?
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07-09-2019, 01:37 PM
#7
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07-09-2019, 02:48 PM
#9
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I do want to fabricate a custom exhaust manifold...when I retire! Some guy at work says a HX35 or H1C might work, he is going to do government work on it so he is bringing it by tomorrow so I can put it next to the 5557 and see what it looks like. Compressor maps for those diesel turbos show up to 70 lbs, where the 256 is around 55.
07-09-2019, 03:09 PM
#10
i agree. unfortunately precision doesnt map their turbos so its really hard to tell where the turbo is in its efficiency. 18psi from the turbo isnt much, but you need to consider the total airflow of the engine as thats whats flowing through the turbo. you are likely over 60 lb/min of airflow, and that puts that 5557 way outside the efficiency (from numbers im able to find, they may not be correct). at least with the borg warner turbos you can look at compressor maps, play around with numbers and try to sort out what would be best.
going with a larger exhaust housing will reduce turbo drive pressure, it wont necessarily slow the turbo down it just allows more exhaust flow. this will make the engine happier as your pushing a lot of air through a tiny exhaust housing. a t4 inlet would be even better, but i understand the reasons not to change what you have.
my opinion is the s200 is too small to efficiently do what you are trying, but if you have to stick with that frame size i would go with the largest compressor they make, the s257sxe
07-09-2019, 04:00 PM
#12
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07-09-2019, 04:26 PM
#13
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i agree. unfortunately precision doesnt map their turbos so its really hard to tell where the turbo is in its efficiency. 18psi from the turbo isnt much, but you need to consider the total airflow of the engine as thats whats flowing through the turbo. you are likely over 60 lb/min of airflow, and that puts that 5557 way outside the efficiency (from numbers im able to find, they may not be correct). at least with the borg warner turbos you can look at compressor maps, play around with numbers and try to sort out what would be best.
going with a larger exhaust housing will reduce turbo drive pressure, it wont necessarily slow the turbo down it just allows more exhaust flow. this will make the engine happier as your pushing a lot of air through a tiny exhaust housing. a t4 inlet would be even better, but i understand the reasons not to change what you have.
my opinion is the s200 is too small to efficiently do what you are trying, but if you have to stick with that frame size i would go with the largest compressor they make, the s257sxe
going with a larger exhaust housing will reduce turbo drive pressure, it wont necessarily slow the turbo down it just allows more exhaust flow. this will make the engine happier as your pushing a lot of air through a tiny exhaust housing. a t4 inlet would be even better, but i understand the reasons not to change what you have.
my opinion is the s200 is too small to efficiently do what you are trying, but if you have to stick with that frame size i would go with the largest compressor they make, the s257sxe
And also I just came across this 5757 AGP brand turbo, at 65 lbs also, much less expensive kinda gets me excited about it: https://agpturbo.com/agp-turbo-z2-5757b-billet/
07-09-2019, 04:56 PM
#15
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The picture is cut off but the hood was compressing that silicone elbow:
07-09-2019, 07:32 PM
#18
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07-09-2019, 07:35 PM
#19
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It's a Performance Autowerks mani, an early 2.4 Solstice turbo kit. I've repaired some cracks a couple years ago, fun fact my cheap impatient ass used ACE hardware store stainless mechanics wire as filler and it has not cracked yet.
07-09-2019, 07:41 PM
#20
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I feel like the spacer thing is too risky (we just don't know for sure), it could turn into a vortex of 'change this that that this and another thing' + $500 more in bits. I think I'm going to get that AGP 5757 for $750, looks like the safest best value path even though it might not be 100% optimized, it's still a step in the right direction.
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