juggernaut1

What model Xr6 is it. From my limited knowledge of these cars, the FG xr6's (approx 2008 onwards) had a 48trim 3076 compressor on a GT35 rear and the pre FG's (i.e. BF model) had essentially a GT35 front and rear - according to Nizpro. Both are internally gated. The FPV car's always had the larger GT35 turbo regardless of model. You could easily confirm which turbo you have by measuring the inducer on the compressor. The ex wheel/housings were the same. Don't know what the ex a/r's are I'm sorry. The FG turbo tops out around 300rwkw to 320rwkw when bolt on upgrades are applied depending on dyno. The pre FG turbo/FPV turbo is capable of 400rwkw tops. These figures are based on Ford 6 dyno's through the ZF 6 speed semi auto. The FG turbo is probably the pick of the two for your car if it can be had for cheap. Otherwise just buy a 56trim 3076 with the GT30 rear as the GT35 rear might be an unkwnown quantity on your car with smaller displacement. I recently picked up an FG G6E turbo (smaller turbo) and its fairly punchy on the big 6 as you would expect. Torque hits early in the rpm range (Ford claims 2000 rpm) and is capable of propelling these hefty cars down drag strip in sub 13 seconds for a stocker which isn't bad for an engine that has the characteristics of a diesel .

Not directly on point ....but explains why backpressure can help mid range torque. Also confirms that less backpressure should reduce EGT and make more peak power. exhaust</SPAN>.htm' class='bbc_url' title='External link' rel='nofollow'>http://www.max-boost...ust/exhaust.htm Taken from the above link. Can a free-flow exhaust reduce efficiency? Actually, it can. The efficiency of a turbocharged engine relies heavily on the cylinder head operating at the right temperatures - more precisely the gases between the exhaust valves and the silencer (or cat). The speed and temperature of these gases dictate the force that will drive the turbine. If the gases are too slow or too cold then the turbine isn't driven as hard as it could be, resulting in increased backpressure and a slower compressor (less boost). An exhaust that is *too* free-flowing can result in the engine feeling 'gutless' at the bottom of the rev range. This is not always placebo, the gases leaving too early result in lower exhaust gas temps, therefore lower torque produced at those engine revs. This is only the case at low revs, because the very same exhaust design also results in higher flow at high revs, and lower EGTs there too. The only difference is that the lower EGTs are now welcome, because they are pushed below the maximum (safe point), while at low revs they were below the minimum (efficiency point). Such an engine will produce improved max bhp figures, but looking closely it will be apparent that it's at the expense of low-down power. Once it's recognised however, it can be fixed - exhaust wrapping could help bring EGTs back up again, while the free-flowing exhaust can retain the max flow potential. Best of both worlds.

T3 split & T3 open have a different footprint.

You can spec the manifold in T3 split or T4 split. I would use a 1.06 T4 split housing on an RB25. Althought the housings from ATP aren't the greatest castings - so will probably need a little tidy up if you can be bothered. Someone on this forum used a T3 .78 split on an RB26 (can't remember name) with a GT35 and got close to 400rwkw.

Sorry about that..... I've posted an edit summary for those who are not members.

Thought this may be of interest even though it was an XR6 Turbo Falcon used as the test vehicle. Also note what happens on the run when the intake temp (IT) is much higher than the AT (7th dyno run). http://www.fordxr6turbo.com/forum/index.php?showtopic=59178 Edit: Summary: For the uninitiated ....the number designation is for the number of cylinders and the F designation is for forced induction......so a turbo 6 should use Shoot 6F Shoot4 317.7rwks Shoot4F 314.8rwks Shoot6 317.9rwks Shoot6F 323.4rwks Shoot8 326.1rwks Shoot8F 329.8rwks Normal ramp mode (not shootout) 315rwks Shoot6F AT15 IT59 349.8rwks.....so 26rwks increase when intake temp is significantly higher than atmospheric temp

Judging by the dyno....looks like Sean at Allstar Garage. FWIW my car is booked in to be tuned on this same dyno next week (SR with twin scroll 3076 - 52 trim) BP98 tune.

I think you'll find there will be a mismatch....split pulse turbo housings have a different footprint to an open housings (split pulse are wider to account for the divider). Therefore, there will be a mismatch when you bolt on a split pulse turbo to a single scroll manifold flange. Have a look at the back of a Garrett catalogue for the measurements and you will see what I mean.

Funnily enough I recently bought a Victa.....I had to chuckle...the fuel filler cap had a "X" embossed over "E85". So thats a no to E85 love for your Victa.

Lol....wasn't this thread about a certain car winning the Powercruise dyno comp.

I use the ones with the steel mesh inside and soft outer so far no problems - see my avatar. My ex housing is also ceramic coated inside and out. My beanie doesn't smoke......only the tyres Got the beanie from from HPinabox.

Agreed, I followed a few around Barbagello over the years.....in general the arse is so twitchy on those things they remind me of old 911's......but at least the Porche owners knew to back off around a corner .

You'd have to call Andrew at SPP for prices as it was a while ago when I got mine done. As stated in my previous post I never used the extrude honed parts from SPP as I changed my setup and sold the parts off. Although had my new twin scroll ex housing setup extrude honed in the US (SPP does not do twin scroll housings)....C-Red is just finalising at the moment.

When your fit the CHRA you might want to check how far the CHRA bolts protrude into the volute. Try and grind them back so they are flush with the inner wall if you can. This is a tip that Full-Race mentions on their web page with regard to the .78 twin scroll housing....it might apply to the 1.06 housing as well.

This is what I can find on the car....(taken from below link) Engine has forged Pistons, Eagle Rods, ARP stuff, Cams, 6 boost, Garret Turbo, Ext Gate, straight through exhaust, Haltech ECU, OS Clutch and so on. The only thing we have to slow us down is the 36mm restrictor on the intake of the turbo. limits HP to 300rwhp and 6000rpm I believe the turbo is a modified 2871R highmounted on a 6boost with external gate. Running an Arizon Z (Wilwood) brake package. Not sure on the boost...I guess the restriction on the intake would render boost past a certain level useless.....I mean it probably doesn't develop boost past a certain level because of the restrictor. I guess you could PM him via this link: http://www.silviawa.com/forums/index.php?showtopic=57105 and website: http://www.barnettmotorsport.com.au/

I don't think there are any GTR's in our local IPRA comp....so can't show you comparo's sorry.....but scanning natsoft might reveal GTR's lap times in other classes. Possibly more straight line speed due to 1. faster corner exit speed, 2. less mechanical losses as not 4wd.....also 3. maybe more aerodynamic/slip streaming? Much time has been invested in the suspension setup. I think Ashley once said 3 hrs spent on the rear wheel alignment alone by the wheel aligner. He's previously mentioned to me that he doesn't run a rear sway bar either. Sure its a pure track car but there's a fine line between track cars and "street" cars these days. I guess the point I'm making is that its nothing over the top but is a great overall package.

+ 1 for s14. This is Ashley Barnetts IPRA s14 and wins its fair share of races even against the IPRA V8 and 4wd mob at Barbagello....here's a link to an example of its most recent performance. I posted the link because all turbo cars in IPRA run restrictors and the drivers are experienced....so this provides some sort of parity engine mod wise and driver wise. It runs on E85, wears 255 semi's all round. Engine hp isn't huge obviously because of the restrictor. Average speed was 134klm/h in that above race and top speed is around 225 klms for the car.

Oh I didn't know.

IMO I'd be running whatever cat flows the same as the rest of your exhaust. You have a 3.5 inch exhaust .....so 3.5 inch flanged 100cpi cat with 5 inch body might be the go. CES sell this spec.....Ballistic cats can also be had in this spec off the shelf: http://www.surefloexhaust.com.au/cc.htm Currently in the process of fitting the CES cat and it looks like a quality item as you would expect.....the honeycomb in my Metal Cat collapsed and wedged itself at the back of the cat body.

Trent at Chequered Tuning (formerly Status) might have them in stock.

Check out the Garrett catalogue....it has the flange sizes near the back of the catalogue.

I actually found a larger t/b made the car "feel" more responsive on my sr20 with the 77mm Hypertune t/b over stock. But yes because it is more responsive it can be trickier in car parks etc where you use low throttle apps. All in all I liked it.

No wonder I was confused

Oh OK for some reason I thought you had an s14.

Doesn't the s14 BMC also run an external proportioning valve too? Remove that and run the bias adjuster. Alternatively some guys in the US are (tediously) modifying the external stock proportioning valve to alter the bias. http://nissanroadracing.com/showthread.php...er+cylinder+s14