juggernaut1

SPAL wiring diagrams: http://www.spalusa.com/fans/automated/tech...185FH-195FH.pdf

Yeah thats what we thought. The torque is already awesome - the RE55 semi-slicks are useless in most gears. The kit is supposedly good for around 1000hp at the crank at around 14 psi IF the bottom end holds together. At that stage even the LS2 block integrity becomes questionable. What really surprises me is that it now uses less fuel than when it was stock when driven in a "normal" fashion.

Trent, In your opinion do you see any reason why the IDIII wouldn't work on an APS kitted twin turbo LS2 running Tial ext gates. I ask cos my brother has this setup without boost controller at this stage and just relying on wastegate springs to keep boost at just under 8psi (which is the way the workshop set it up). I've just sold him my new IDIII (as I've gone Autronic SM4 on my SR) - however, we werent sure whether it would work on his car. Obviously it won't be installed until the bottom end is forged - its already putting out over 500rwhp with less than 8psi of boost. Thanks in advance.

Huh? Click on the first link i posted - then in the top right hand corner you will see another icon BORG WARNER TURBOCHARGERS which is a link to the BW range.

for example see here: http://www.full-race.com/catalog/index.php...7aec46c13678ef2 http://www.full-race.com/catalog/product_i...7aec46c13678ef2 http://www.full-race.com/catalog/product_i...7aec46c13678ef2

The new T4 setups Geoff is currently developing have T4 TS inlets not T3 - i've seen the pics of the bare manifold and with the turbo's on the manifold. In the case of the SR's this new range of manifolds also have dual gates for true twin scroll much like the rest of the Full-Race range (previously only single gate gate for the SR's). Looks like there will be a range of T4 based Borg Warner turbo's as well. Check out the Full-Race website.

TS T3 GT3582 would definately choke. Thats why Geoff is currently developing T4 TS for the 3582 and 4088 turbos. Even the modified GT32 in TS .78 is marginal for a 3076 thats probably why they really make no more power than the 3071 in this format. If going to a 3076 TS I would use the .82 A/R TS housing. The whole twin scroll thing is really about broadening your power band. It does this by pulling the torque and therefore power curve to the right because of the improved VE from reduced back pressure. You can then step up the ex A/R and this gives you back the top end as well.

Just make sure you check your boogy board bag before going thru customs. Otherwise you may be having a longer holiday than planned.

Dyno of that 2.2 SR20 http://www.nissansilvia.com/forums/index.p...t&id=141793

Not directly on point, but not so long ago in NS.com.au land someone put up a dyno of a Billet T04Z equivalent TS turbo with ex a/r of around 1.06 from memory on TS manifold on a stroker SR. It had 400rwhp (300 rwkw's) by 4950 rpm. So your estimates with the 4088 being on song by 5000 would seem, in theory, very acheivable. TS and big turbo's seem to go hand in hand.

Yeah I know what you mean. I started asking him some questions and ended up ordering one of his 3071 twin scroll dual gate setups for my sr20.

Full-race is currently putting these (4088R's) on sr20's in twin scroll T4 format - which I believe is a true T4 footprint. I could show you pic's but I've sworn to secrecy. I don't believe Full-race puts together "unresponsive" combo's so your suspicions are probably correct that they are responsive turbo's even for a SR it seems. So Geoff would be your man for confirming your thoughts and obviously your manifold options.

Yes, the Forced Performance turbo equivalent of the Garret GT35 also shows up the Garrett as being inferior based on these back to back tests: http://store.forcedperformance.net/merchan...y_Code=Turbo-FP

Oh OK - were the dd's in shootout mode? Cheers,

Given its a hub dyno what sort of "correction factor" do we need to take into account to make a comparison to say a dyno dynamics dyno. Typically I've seen hub dyno's read around 10% higher - would I be on the right track?

Maybe give Richard at A.R.E. a call..........after all he built the intercoolers setups for the top 3 hp cars at Summernats 2008. He also supplied me with a 530 hp rated intercooler with 2.5 inch inlet and outlet end tanks with associated 2.5 inch piping. Interestingly, these pipe sizes are also in line with Buschar Racing's optimum pipe sizes in their back to back dyno testing on an EVO with around 600 hp.

I looked into this a little while ago. I came accross a forum that Buschar Racing formed which is into modding Lancer Evo's and they tested intercooler pipe sizes on a Lancer Evo with a Forced Performance turbo equivalent to the GT35. Anyway, this car was pumping out around high 500 low 600 hp and the 2.5 inch in 2.5 inch out piping was less laggy and more hp than the 2.5 inch in 3.0 inch out. From memory we're not talking a huge lag difference and the hp was also only down around 7 hp so nothing really in it at these power levels.

Thanks URAS, yes GCG supplied and fitted my Tial housing too. The beauty of the Tial housings are that the T28, T30 and T35 housings all have the same size footprint. So I can swap turbo's without requiring new manifolds, gates, dump pipes.

If its the manifold I'm thinking of there is a central spire inside - the bottom of the wastegate port needs to be at least level to the top of that spire and preferably higher but obviously the flange dicatates how high you can move the outlet port. Which is why people are welding the wastegate port off the turbine housing.

What turbo is he running?

There's also the Tial housing options. This is Tial housed HKS GTRS:

Love the way you sidestep your "gas flow theory" and then try to talk around it by mentioning the cost of the exercise. Sure I understand these setups are not for the budget concious uni student but it does work. Perhaps if you did some searching of your own will find the Supra boys are reducing there spool times by 1000 rpm on the bigger turbos with twin scroll stuff on their 2JZ's......(p.s. there straight sixes).

So you're telling me a non-crossflow Holden 202 red motor has better gas flow than say a 6 litre LS2 or SR20......really?

Duel scroll or twin scroll is where the volute of the turbine housing has a divider or partion down the centre of the housing - its cast into the housing. It essentially divides the housing into two rather than a typical open or single scroll housing. You then need to have a manifold made up which groups certain cylinders together and feeds these into each side of the divided housing. The grouping depends on the firing order of the engine as you want to spread the exhaust pulses alternately on each side of the housing. The advantage of the twin scroll housing is less turbulence = greater exhaust gas velocity = faster spool = broader power band. Because of the efficiency of the housings you can also step up the a/r ratio for better overall gas flow without a loss of spool. The disadvantages are cost and packaging of twin wastegates for a true twin scroll setup. Toyota used a twin scroll internally gated turbo on their old CT26 turbos which were used in the Grp A 4wd Celica's (from memory).

Yes the port shrouded comp effectively recirculates the air back out of the comp cover through the slots if the engine can't otherwise swallow the airflow being supplied (usually at lowish engine rpm and big compressor/smallish turbine). I agree that the slots in theory could supply more air but a discussion I've had with someone who has airflow tested port shrouded comp covers shows the slots actually cause some turbulence in the compressor housing.