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Frank level 5 info?

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byebyev8

15+ Year Contributor
344
0
Jun 17, 2004
kenosha, Wisconsin
I know this is a old turbo but I picked one up in good condition. My goal is 500whp on the stock 6bolt under 30psi on e85. Its setup for an external wastegate but I'm getting my 7cm evo3 exhaust housing machined to fit the larger tdo6 wheel.

What exactly is the turbo? a tdo6 turbine wheel with a 60trim compressor wheel. Doesn't this basically make the turbo similar to a fp Red in terms of flow?

What should I expect in terms of spool up RPM? around 4k with 1g compression. I am running a working cyclone manifold so that help some.
 
delta hks 272's reving to 7500rpm. I've seen hx40's run 10's on the stock 1g manifold.
 
You don't have cams listed in your profile and the HX40 is a 62 lb/min turbo. The frank 5 is 50 lbs/min. You will also be using a restrictive 7cm housing, which is going to create a lot of backpressure with that TDO6 wheel, excessive backpressure causes egt's to climb and lowers the detonation threshold. Then you have the cyclone manifold not a 1g manifold, so you can't really compare a HX40/1g intake manifold car to your setup..

Expect full boost by 3600 with the Evo 3 housing. Low (1g) compression doesn't spool a turbo any later than higher compression.

Just install the turbo, tune it, dyno it, and post the results.
 
What exactly is the turbo? a tdo6 turbine wheel with a 60trim compressor wheel. Doesn't this basically make the turbo similar to a fp Red in terms of flow?

What should I expect in terms of spool up RPM? around 4k with 1g compression. I am running a working cyclone manifold so that help some.

A red is a 60-1 compressor mated to a td05h or td06 turbine wheel, not a 60 trim.
 
I know this is a old turbo but I picked one up in good condition. My goal is 500whp on the stock 6bolt under 30psi on e85. Its setup for an external wastegate but I'm getting my 7cm evo3 exhaust housing machined to fit the larger tdo6 wheel.

What exactly is the turbo? a tdo6 turbine wheel with a 60trim compressor wheel. Doesn't this basically make the turbo similar to a fp Red in terms of flow?

What should I expect in terms of spool up RPM? around 4k with 1g compression. I am running a working cyclone manifold so that help some.

Back in the Day I made 469whp on a dyno jet awd . at 28psi on a built motor stock 1g manifold and crower stage 4 ( 280/ 272) turbo spooled like molasses and a simply switch to a bolt on 35r netted 80hp at the same boost level
 
I thought the frank 5 was a 55-60lb/min turbo since on the hp freak site it says capable of 590hp, I havent found much info on the turbo but I was told it was similar to the fp red in terms of flow. It has a 60trim compressor wheel with a tdo6h turbine wheel.
My car already traps 115 on the stock cams with a e85 evo316g. I'm basically looking for a 10mph increase with the addition of cams and this turbo.
 
I don't know the flow rate is on the Frankenstein level 5 but if can produce over 500HP but it's quite laggy and I don't think you'll be even close to make 500HP boosting less than 30 psi. On big turbos the real action comes with high boost.
 
I'm thinking 500 around 30psi on e85 if it's similar to a fp red or hx40 in term's of flow. Maybe its more similar to a fp green which close to 500whp on e85 at 30psi is also possible.
 
What exactly is the turbo? a tdo6 turbine wheel with a 60trim compressor wheel. Doesn't this basically make the turbo similar to a fp Red in terms of flow?
If it's really an L5, it's a 60-trim compressor mated to a TD06H turbine. An L4 is the 60-trim compressor mated to a TD06 turbine.

The Red has a clipped TD06H turbine and a 60-1 wheel, which makes it an airflow monster compared to the L5....as much as 4lb/min more than the L5 at peak.
What should I expect in terms of spool up RPM? around 4k with 1g compression. I am running a working cyclone manifold so that help some.
We ran this turbo on my buddy's stock 2G and saw full boost around 4200.

I'm getting my 7cm evo3 exhaust housing machined to fit the larger tdo6 wheel.
Scratch that idea- you will have machined a giant hole in the Evo III turbine housing by the time you make it large enough for the TD06H turbine to fit.

The frank 5 is 50 lbs/min.
Closer to 55 lb/min. :thumb:

50lb/min is just a tiny bit more than a FP Green's compressor is rated; perhaps right where the Frank L3 20G would lie (54-trim compressor, TD06 turbine).

Expect full boost by 3600 with the Evo 3 housing. Low (1g) compression doesn't spool a turbo any later than higher compression.
The Evo III housing doesn't make just any turbo spool the same as an Evo III 16G would...not to mention the TD06H turbine would never fit into the Evo III even after extensive machinework.

I'd think the higher compression would spool the turbo sooner- the exhaust gases would exit the cylinder with a higher velocity.

A red is a 60-1 compressor mated to a td05h or td06 turbine wheel, not a 60 trim.
It's actually a TD06H turbine, and the 60 trim and 60-1 compressors share surprisingly similar wheel specs. It's the blade count, the angle of the blades, and the exducer tip length that are different between the two.

My car already traps 115 on the stock cams with a e85 evo316g. I'm basically looking for a 10mph increase with the addition of cams and this turbo.
....AND enough boost to make the turbo worth having.

One of the biggest mistakes is upgrading the turbo without upping the boost level. Larger compressors need more boost to remain efficient and generate airflow....if you're buying this turbo to run 20psi, you're better off adding cams and trying to make power with your Evo III.
 
I plan on running the same amount of boost I did on the evo3 which was 29-31psi.
Can a regular 7cm 16g exhaust housing be machined to fit the tdo6h wheel.
 
Closer to 55 lb/min.

50lb/min is just a tiny bit more than a FP Green's compressor is rated; perhaps right where the Frank L3 20G would lie (54-trim compressor, TD06 turbine).

It's a TO4E 60 trim compressor, read the map, it's 50 lbs/min. The green uses a TO4E 50 trim compressor rated at 48 lbs/min and a 20g is also rated at 48 lbs/min.

I'd think the higher compression would spool the turbo sooner- the exhaust gases would exit the cylinder with a higher velocity.

That's incorrect. There are a lot of variables involved, but basically the expansion ratio, and the related cooling effect, lower egt's to the point where it wil decrease spool time. There won't be much, if any, increase in velocity when the piston is on the upstroke with open exhaust valves.
 
The 20g has a 44lb/min compressor. Either way it goes this turbo is capable of 500whp which should add be able to trap around 125.
 
The bastard 20g flows 44lbs/min, which is the turbo I have. It's a 16g with a 20g compressor wheel.
This is based off of the 20G compressor map alone I'm sure. If yours has the larger turbine you're probably capable of the 44lb/min mark, but I've had numerous close friends of mine run TD05H-turbined 20G's over the years, and the airflow always held up at around 42lb/min at 25psi. The last to do so was a guy running a stock 6-bolt with comp 101200's and he had the same result.

If you want to reach the full 44lb/min potential of the 20G compressor, you'll probably need a clipped TD05H turbine or one of the larger TD06 / 06H turbines.
 
This is based off of the 20G compressor map alone I'm sure. If yours has the larger turbine you're probably capable of the 44lb/min mark, but I've had numerous close friends of mine run TD05H-turbined 20G's over the years, and the airflow always held up at around 42lb/min at 25psi. The last to do so was a guy running a stock 6-bolt with comp 101200's and he had the same result.

If you want to reach the full 44lb/min potential of the 20G compressor, you'll probably need a clipped TD05H turbine or one of the larger TD06 / 06H turbines.

I ran a td05h 20g in a real 20g compressor cover for a brief time, on e-85. It did have a noticable airflow increase going from 25 to 32 psi. However, i would never been able to push the turbo like that on pumpgas. I probably would never have gotten past 20 psi, without stupid timing changes, that probably lose power.
 
Which can and will significantly affect the performance and maps of a wheel.
Absolutely. Look at the extended-tip vs. non extended tip Borg turbos, and the 7-blade Holset HX35 which has an almost identical spec to a Garrett E50 wheel but has a map of nearly 10 lb/min more peak flow over the Garrett wheel.
 
So what I'm thinkin is this turbo is basically a fp green with a 60trim wheel instead of the 50trim wheel. Which would put the turbo close to a 3052 or 30r in terms of flow am I right? I plan on running around 30psi on e85, which should be enough for 450-500whp. I have basically every supporting mod except a smim which I shouldn't need since I'll be only reving to 7500rpm
 
Get a ball bearing turbocharger.

?

How is this post remotely relevant to the subject at hand? He wants specs on this turbo, not to be told to buy a different turbo.

To the O.P. You are gonna have to lean on this turbo pretty hard to get it to make 500whp. The Cyclone intake will help with spool times (assuming its functional) but will be the same as a stock 1g on the top end, maybe a little less power.
 
?

How is this post remotely relevant to the subject at hand? He wants specs on this turbo, not to be told to buy a different turbo.

To the O.P. You are gonna have to lean on this turbo pretty hard to get it to make 500whp. The Cyclone intake will help with spool times (assuming its functional) but will be the same as a stock 1g on the top end, maybe a little less power.

Only revving to 7500, with a frank 5 TD06 turbine turbocharger, is going to get him shit for a powerband.
 
Thats your opinion I guess, and you are entitled to it, but I don't think that everyone who runs a green/red/td06/6H turbine spins to 10k. I think it would be just fine myself, and the Cyclone manifold will help get the ball rolling sooner.
 
Thats your opinion I guess, and you are entitled to it, but I don't think that everyone who runs a green/red/td06/6H turbine spins to 10k. I think it would be just fine myself, and the Cyclone manifold will help get the ball rolling sooner.

A 2.0, revving to 7500, on that large of a turbine wheel, connected to a 60-trim isn't going to spool till 3500 or later, isn't going to get full boost till close to 5k, which leaves 2k rpms for "power". That formula doesn't work very well.
 
A 2.0, revving to 7500, on that large of a turbine wheel, connected to a 60-trim isn't going to spool till 3500 or later, isn't going to get full boost till close to 5k, which leaves 2k rpms for "power". That formula doesn't work very well.

What's a safe revving point on the 2.0L? I have a fully built head with Kelford 280s and Ferrea double-valve springs but I question what is safe. I heard have the double-valve spring is harsher than Kiggly's so I don't want to take it too far especially on 280s.
 
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