donniekak
DSM Wiseman
- 5,714
- 1,065
- Mar 23, 2008
-
Surprise,
Arizona
The spool difference is really load dependent. The difference was only 500-600 rpms in the higher gears, but over 3,000 rpms in first.
Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature currently requires accessing the site using the built-in Safari browser.
This site may earn a commission from merchant
affiliate links, including eBay, Amazon, and others.
This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
For knowledge sake, do the larger turbos act more friendly on a 2.3 stroker for example? As in be useable within the 8500rpm limited powerband.
The consensus is stroker motors decrease spool rpm. Twin scroll turbine housings also decrease spool rpm. Here’s a post by @twicks69 hitting 30psi by ~3,700rpm and running out to ~8,600rpm with a 0.95 A/R twin scroll T4 GT4088R and 2.3L.
I find this ~5,000rpm powerband absolutely amazing and I hope I can replicate the powerband with my build.
550-800awhp fuel system
I already have the FP HTZ3586, just no hotside. I also have an Straight line specialties T4 undivided tube header. trust me id rather have a T3, but the deal on it was right.
good insight, thank you. I have already found both AR's in T4 footprint. just haven't decided which can meet my needs yet.
That’s exactly my issue with single scroll/twin scroll tests. I have yet to see one comparing choke flow to choke flow.I just had a thought, and usually that leads to rambling. Sorry in advance. Tests like the one above are always done at a fixed boost level. The internet will say boost has to be the same for it to be a fair test. But, in reality, is anyone ever boost limited? Maybe it's just because it's the way I operate myself, but I always assume everyone is going to max out the compressor. In that case, boost is certainly not fixed, but airflow is. What would be the difference in turbine housing in that case? I don't care about boost, this is the test I want to see. Some people are limited by fuel parts and other supporting systems, also an airflow limit. Some people are limited by parts, stock rods for example, that's a load limit. But these tests are always done with a boost limit. All it's really showing is the change in VE with IMAP:EMAP and reduction in pumping losses, and I think we would all expect that. It would show a spool difference, but in the test above I don't see a significant difference there, it seems to be within 100 rpm. If both housings made the same power when compressor limited what would the remaining difference be? Random thought for the day.
The smallest T4 undivided you can get is a .63 which will flow enough for your goals IMO. But you have another option with an undivided manifold, you could add a quick spool valve, buy a divided housing (go bigger), and have dual AR. Not cheap, but helps the 2j guys.
personally, I would sell the manifold and get a divided manifold and a divided housing. Garrett's white paper says divided will spool like an undivided at 60% of the size but make power of approx 80%. So easy math...1.00 t4 divided spools like a .60 t4 but power of .80 t4.
Evo results....Blue is a 0.63 T3 single scroll
Red is the same 1.06 T4 divided
You must be logged in to view this image or video.
red looks like a winner to me.
the original graph I posted WAS a t3 .63. so any differences are due to difference in engine/car setups. The graph I posted was same car, different housing/manifolds so a better comparison than a completely different car.You must be logged in to view this image or video.This is a 35r turbo in a .63 housing. Looks better than either in the graphs you posted.
I would either:
1) Put up WTB ads on Facebook for the housing as most people won't even bother trying to sale a random exhaust housing like that.
2) Consider selling the manifold and trying to buy an fp30 exhaust housing (which can be hard to find). I've seen multiple people make that 600+ on the stock-fitment fp30 housing.
You are correct.I have have an FP3052 on my car right now. I don't think a GT35 turbine wheel will fit into the FP30 housing I have. It is meant for a GT30 CHRA.
The FP3065 is the old 65lb/min comp wheel from the old GT3582R mated to the 30R CHRA, it’s the old GT3082R.maybe the FP3065 housing fits a GT35r wheel?
I’d sell the open T4 manifold and get a .82 A/R 35R TiAL turbine housing and run a Morrison Fab v-band manifold and rip it!
Curt Brown laid down over 800whp with a HTA3586 in normal T3 .82 A/R setup.
did you find that spool info on Garretts website??The smallest T4 undivided you can get is a .63 which will flow enough for your goals IMO. But you have another option with an undivided manifold, you could add a quick spool valve, buy a divided housing (go bigger), and have dual AR. Not cheap, but helps the 2j guys.
personally, I would sell the manifold and get a divided manifold and a divided housing. Garrett's white paper says divided will spool like an undivided at 60% of the size but make power of approx 80%. So easy math...1.00 t4 divided spools like a .60 t4 but power of .80 t4.
Evo results....Blue is a 0.63 T3 single scroll
Red is the same 1.06 T4 divided
You must be logged in to view this image or video.
red looks like a winner to me.
For those that dont know, Xona is the joint venture company between FP, TiAL and owen development. The MFG happens at tial, and uses FP aero. Xona uses billet stainless Ballbearing center cartrages, journal bearing isnt an option. They also just released a new ULTRA HIGH FLOW turbine design this week that they are saying is a game changer.
Ian, hope you enjoy your turbo and make good power with it! Your top mount manifold is going to be assembled soon!