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No, i just want it back to its former health as cheaply as possible. I am not sure i am keeping yet. If i do keep it i will probably do it.
tdo6 20g
http://www.boostplanet.com/product6.htm
Avo450 would be an option. Ball Bearing 450bhp turbo.
td06 20g is a 49lb compressor wheel
18G comp wheel = 38 lb/min flow
SZ49 or FPGreen comp wheel = ~49 lb/min flow or around 490 bhp
SZ55 comp wheel = ~55 lb/min flow or around 550 bhp
SR40 = ~42 lb/min comp wheel flow or around 400 bhp
SR50 = ~50 lb/min comp wheel flow or around 500 bhp
SR55 = ~57 lb/min comp wheel flow or around 550 bhp
AVO400 = 40 lb/min comp wheel flow or around 400 bhp
AVO450 = 44 lb/min comp wheel (biggest AR bolt on turbine housing I know of)
AVO500 = ~50 lb/min comp wheel (same turbine housing as AVO450)
SBR20G = same comp wheel as any other 20G
SBRGT10 = 44 lb/min comp wheel flow
SBRGT11 = 50 lb/min comp wheel flow
SBRGT12 = 55 lb/min comp wheel flow
sr40 would be similar or close to a Pe1820, but i could be wrong. But i hear good things about the avo450 and the td06 20g. Avo450 is a 44lbs wheel so somewhere in between a Pe1820f and a td06 20g. Less lag good power, but costly.
http://www.boostplanet.com/product6.htm
Avo450 would be an option. Ball Bearing 450bhp turbo.
td06 20g is a 49lb compressor wheel
18G comp wheel = 38 lb/min flow
SZ49 or FPGreen comp wheel = ~49 lb/min flow or around 490 bhp
SZ55 comp wheel = ~55 lb/min flow or around 550 bhp
SR40 = ~42 lb/min comp wheel flow or around 400 bhp
SR50 = ~50 lb/min comp wheel flow or around 500 bhp
SR55 = ~57 lb/min comp wheel flow or around 550 bhp
AVO400 = 40 lb/min comp wheel flow or around 400 bhp
AVO450 = 44 lb/min comp wheel (biggest AR bolt on turbine housing I know of)
AVO500 = ~50 lb/min comp wheel (same turbine housing as AVO450)
SBR20G = same comp wheel as any other 20G
SBRGT10 = 44 lb/min comp wheel flow
SBRGT11 = 50 lb/min comp wheel flow
SBRGT12 = 55 lb/min comp wheel flow
sr40 would be similar or close to a Pe1820, but i could be wrong. But i hear good things about the avo450 and the td06 20g. Avo450 is a 44lbs wheel so somewhere in between a Pe1820f and a td06 20g. Less lag good power, but costly.
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There has to be a limit where in 2wd form it becomes untractable. IHI vf34 is still a great all rounder, its quick spooling and makes respectable power
320bhp+. Lots of options which is good.
Right then Bill what you doing next, the old money tree must have regrown by now.
P.S Side note. New forum looks nice.
320bhp+. Lots of options which is good.
Right then Bill what you doing next, the old money tree must have regrown by now.
P.S Side note. New forum looks nice.
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Madmile said:
I am working on making it go round corners now with phat rims on it. Power is ok, tweek next week to check things before season starts.... and sort a couple of error's.
might even go for some more boost... only running 23psi after all... which is tame you a lot of peeps stds..
Simon
Your high CF will be down to knackered maf. The Maf is one of the 2 major load measures for the ecu. Lower maf reading makes the ecu think there is less load so it runs more advance.
Change your Maf.
Your high CF will be down to knackered maf. The Maf is one of the 2 major load measures for the ecu. Lower maf reading makes the ecu think there is less load so it runs more advance.
Change your Maf.
Gary
I looked at most of the turbos you mentioned before christmas. The only one that I could get to fit was the td05/18g, and that would need some custom actuatao brackets needed as you'd have to clock the comp and turbine housings.
Anything else would need a spacer between the manifold and turbo, to stop the comp housing from touching the manifold to head flange.
The realy big stuff would need a spaced between the manifold and head as well to stop them hitting the block. All would need custom oil and water lines.
I'm looking for reasonable reliability at low ish boost for the future.
Ryan. The restriction is not the smallport head, it the max flow capability of the vf34 compressor. About 33lb/min.
I looked at most of the turbos you mentioned before christmas. The only one that I could get to fit was the td05/18g, and that would need some custom actuatao brackets needed as you'd have to clock the comp and turbine housings.
Anything else would need a spacer between the manifold and turbo, to stop the comp housing from touching the manifold to head flange.
The realy big stuff would need a spaced between the manifold and head as well to stop them hitting the block. All would need custom oil and water lines.
I'm looking for reasonable reliability at low ish boost for the future.
Ryan. The restriction is not the smallport head, it the max flow capability of the vf34 compressor. About 33lb/min.
ryan_s3 said:
On mine the VF34/20 would'nt hold more than 1.3bar at high revs anyhow.
increase in boost made more mid torque but not a change to top end power.
PE hangs on longer, and with 3" full exhaust flows should not be bottled up as before. Will see what gives... Have a controller so can always turn it down... and save some for "overtaking" when I need to on circuit.
ibizacupra said:
On a big port, it won't hold more than 1.2bar at 7000rpm. Stronger actuator tried. Compressor flow max reached. Turbo is too small.
mine was when ported smallport..
makes sense with your largeport observations.
what actuator pressure you try in the end
makes sense with your largeport observations.
what actuator pressure you try in the end
Ryan
I don't think your cf readings are that bad. i ignore the end 2 cylinders, and aim for consistent 3's on the middle 2.
The outside 2 tend to pick up vibrations off the engine mounts, and are less consistent than the middle 2.
Your timing looks about where I'd expect an agressive timing map to be set. If you see an occasional 6+ on a cylinder, it's nowt to wory about. If you see it consistently, then it's worth putting better fuel in. Worst case, the ecu will adapt timing down a bit to compensate. If you're seeing 8-12's, start to panic and keep out of boost. Just log it regularly along with maf values, so that you pick up failing mafs early. Picking one up late costs. Log block 3 and post it. I'd be interested to see how much actual advance you're achieving at your boost levels.
Bill. I ended up on forges middle spring, with my wastegate ported as far as possible. The 20 housing wastegate hole is actually smaller than the 18. Boost creep is now gone, and the mid spring seems to match my boost controller quite well. Still needs a remap to smooth the boost control out a little though, and to take some fuel out. 10.5:1 at the top end. Safe as hell, but power sapping and smokey.
I don't think your cf readings are that bad. i ignore the end 2 cylinders, and aim for consistent 3's on the middle 2.
The outside 2 tend to pick up vibrations off the engine mounts, and are less consistent than the middle 2.
Your timing looks about where I'd expect an agressive timing map to be set. If you see an occasional 6+ on a cylinder, it's nowt to wory about. If you see it consistently, then it's worth putting better fuel in. Worst case, the ecu will adapt timing down a bit to compensate. If you're seeing 8-12's, start to panic and keep out of boost. Just log it regularly along with maf values, so that you pick up failing mafs early. Picking one up late costs. Log block 3 and post it. I'd be interested to see how much actual advance you're achieving at your boost levels.
Bill. I ended up on forges middle spring, with my wastegate ported as far as possible. The 20 housing wastegate hole is actually smaller than the 18. Boost creep is now gone, and the mid spring seems to match my boost controller quite well. Still needs a remap to smooth the boost control out a little though, and to take some fuel out. 10.5:1 at the top end. Safe as hell, but power sapping and smokey.
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