diesel des

Thanks Geoff. Yea im expecting max power to fall between 6 and 7k rpm with the headwork and cams I have with the engine speed hard cut to be at or just before 8k rpm. The engine should be able to tolerate 2 or even 2.3 bar boost max if it can be generated efficiently with low back pressure in the exhaust manifold. Compression is low to tolerate the pump fuel here, it was 8.2:1 on the build that melted and it's now just under 8:1, again for more safety. I have had a play with matchbot with the results here. http://www.turbos.borgwarner.com/go/7D9ZYN If I was to start again, eg make a new manifold, downpipe, oil and water pipes etc I would definitely go with the efr 8374 or perhaps the 84mm compressor version, but I just don't have the time or money to redo all those things hence wanting to stay with a bolt on turbo. I did have an efr6758 and then a 7163 on a road car with the same engine as my quattro, just less aggressive cams and cast manifold etc, and really liked how it preformed. It topped out at 450 and 500 hp respectively on those turbos on the same pump fuel. And that was properly topped out, eg running 2.3 bar though the mid range with boost dropping to 1.5 bar at 7k with the wastgate almost fully closed. Just to give some idea of what it takes on theses engines and our dynos to make that power. Can you confirm if the garret v band sizes are the same as the tial units? I measured the tial unit today to be 2 inch id and 3 inch od. Would you compare the g35900 to be of similar size and response to an efr 8374? I agree on your point on the aftermarket compressor. Its frustrating due to having no map so God knows what it's doing. Maybe a proper gtx3582 gen 2 wheel and housing would be worthwhile and not too expensive. Cheers.

Hi guys, this is my first post on your forum, but I have been a long time lurker as I find there is plenty of good advice on here. I have an Audi Ur quattro with a built 5 cylinder engine board and stroked to 2.5l, and I'm based in Northern Ireland uk. I have had some rotten luck with the engine, eating itself due to a breather issue and needing new rods and a crank, and then once rebuilt melting down while trying to map it myself on the road. I have some mapping experience, but every car I have done before this has been somewhat refined and I could easily hear ping when I over did timing or boost. The quattro is a proper caged track car with solid mounts and rose joints etc, and with 600 ish hp and 1300kg it's pretty mental. It's road legal, but only just. Basically it's built for fun on track with the odd blast on a public road. Anyhow I have the engine almost built again, theirs time lucky, and so am looking at turbos. The turbo i have is a gt35r with an aftermarket billet compressor fitted. It's ment to flow slightly more than a stock gt35r but not as much as a gtx3582r. I have a tial 0.82 housing on it at the moment but I also have a 1.03 housing also from tial I could use. Before it melted down the car definately was responsive enough on the 0.82 housing, but did seem to run out of puff up top. The goal was a safe real 600 to 650 crank hp that I could use on track all day. Unfortunately fuel in my locality tops out at 97 octane, so not even the 98 you guys can get. So I'm now thinking the turbo may be a limiting factor in my safe 600 hp goal and the larger housing I have may help. I don't want excessive lag for no good reason though. To make the power I want on my engine I need a turbo that can flow 65 or even nearly 70lb min efficiently at 2 bar boost, or even slightly higher, and so I was considering a g35 900 in a 0.83. What would you experts feel about this turbo in my application? Also I think the v band setup should be the same as the tial setup I have? I obviously understand a larger turbo means more lag, but is the g35 900 really more laggy than a gt35? Cheers des.