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Im interested where you think the limits of the 3582 .82 are, and similarly for the 1.06 version? Is the larger housing interchangeable with the .82 (and it is single scroll or twin).

Currently using a single scroll .82 on the 3582 and interested to see how far it can take me before having to upgrade

Very interesting discussion -cheers

Not sure who you are directing those questions at, but all the GT35R turbine housings are interchangeable. You can go to the 1.06 or the twin scroll, however with the twin scroll housing you'd want to change your manifold to make best use of it.

In terms of power, going by the fact that the 1bar and 1.4bar tunes on the GTR are a real similar shape it doesn't look like its showing the initial hints that the turbo is falling over yet so we have hopes it will crack the 400wkw mark with the .82a/r on pump gas however we'll just wait and see.

Here is a snip of the dyno plot the tune from the last engine configuration:

GT35R_RB26.jpg

Edited by Lithium

Just to clarify, you haven't made any thumb sucks about how much power you think the GT4088R would make or any explanation if or why you are suggesting alternatives to going that way - do you think its a bad idea?? I know the 1.06a/r flows a fair bit better than the .82a/r GT35 turbine housing but I'm thinking we could be running the risk of running out of compressor as well which would dampen things a bit.

I'm a bit reluctant to state what kind of power potential I think certain combinations will make , not having been there I can't say for sure so why set people up for a fall ?

Ive always been more concerned initially with the turbine side of turbochargers because I think that side has the most potential to limit the success of any build .

Have to duck out for a couple of hours but back soon , A .

Edited by discopotato03

cheers lithium, I have had one go within a whisker of 400rwkw (530rwhp) on a dd dyno running 24psi with what I would call a very conservative tune (injectors 100% duty cycle and no means to lower boost). Id like to think with a more aggressive tune and more boost it would go much higher.... but I cant say I've seen anyone else really push the 3582

To continue .

The way to tell (IMO) if the pressure balance is ok is to check turbine inlet pressure (backpressure) and compare it to inlet manifold pressure at wide open throttle - right across the rev range .

If the hot side measures significantly higher than the cold side then there's potential to reduce the restriction and gain power with out any increase in boost pressure . It may well give you the chance to up the on load ignition advance because the TIP drop usually means a lower detonation threshold because of the reduced reversion factor .

The GT3582R is a sort of hybrid in petrol engine form , similar diesel engine turbos using a version of that compressor ie GT3782 and GT4082 use really big housings and larger turbines as well .

Somewhere down in the cave I have a part disassembled diesel GT3576 and its housings really are big . From memory its turbine housing looks like one from a TS GT40 in about 1.19 A/R and the big T4 flange . Just for the record it has a twin flat valve integral TS wastegate as well .

The compressor housing IS GT40 family ie 0.65 A/R and the 56T 76mm GT37 compressor (same wheel as GT3076R) is dwafed by it . If I get energetic I'll post some pics of it .

I don't think it is possible to run that 82mm 56T GT40 compressor to the limit in the housings Garrett supply for their "GT3582R" .

I've just been having a sticky beak through the turbine maps (GT3582R / GT4088R) and it looks like the largest 1.06 A/R GT3582R's max flow rate is about what the GT4088R does in its second smallest 0.95 A/R form .

Its worth remembering that the GT3582R's turbine is ~ 68mm 84T where the GT4088R's turbine is ~ 77mm 78T . The 88R's hot side is supposed to be a good mix of shaft power /response / flow . The 3582R I believe is the top end of the line for Garrets basic GT25 BB center section and the T3 flange footprint . Possibly seen as a healthy sized turbo with response for its potential airflow rate .

The 88R is a large frame turbo meaning longer larger center section and a larger shaft diameter and bearing cartridge .

The reason I mentioned that Turbonetic T435R (or whatever its called) is that Geoff raicer spoke favourably about it as possibly the best TS T4 flanged turbo out there with that kind of compressor wheel .

Out of time , cheers A .

Edited by discopotato03

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