400rwkws From Gt3540 .82

[GT3584R]

Mine is 500 rpm more responsive as it reduced the compressor surge under accelleration ... everyone I know who has done it has commented on better response although it may just be a mental thing with the extra induction noise.

[STATUS]

Just a shame you guys seem to treat any result from a dyno which reads different to your precious Dyno Dynamics with contempt.

Dyno dynamics do such a great job of bludgeon marketing in aus, that average joe thinks they are a good dyno...reality is they are great for shows but quite average for serious tuning.

Look at what the leading manufacturers and tuners use worldwide and its easy to pick which dyno should be a tuners first choice... Inertia dynos just dont cut it for accurate repeatable tuning;

just a few off the top of my head.

NASCAR (Most teams)

IRL (Many teams)

F1 (few teams)

WRC (Many teams)

TRD

APEXI

HKS

NISMO

FORD

GM

Heat Treaments GTR (tuned by andre simon)

Docile Evo lancer.

HONDATA

what do they have in common ^^^^^ DYNAPACK..

[2BNVS]

SK was on the money. i had 356rwkw and my trap speed was 128.... and as he mentioned hub dynos are totally different to wheel dyno's, so its pointless saying 400rwkw. ill put mine on a hub dyno and make 600rwkw+ how often do u drive with no wheels.

autosalons dont use dyn dynamics anymore due to one year when i was there cars were reading stupidly high figures, Pulsar ET with s15 turbo and small nos kit showed 348fwkw on the dyno.

Dyno= Tuning tool... wanna test performance?race the fkn thing

ben...

[STATUS]

SK was on the money. i had 356rwkw and my trap speed was 128.... and as he mentioned hub dynos are totally different to wheel dyno's, so its pointless saying 400rwkw. ill put mine on a hub dyno and make 600rwkw+ how often do u drive with no wheels.

ben...

bahahahaha ive used all dynos in the past and now with the new shop get cars from all over vic, be it mainline, dd or dts and i can tell you if the dynapack is run correctley the peak power is very close to the dd and mainline... the dts seems to be 20rwkw higher (on a average 200-240rwkw) for some reason. On cars over 400rwkw the dynapck tends to read a bit higher as it is not experiencing the wheelspin, get a dd dyno to hook up and the differences are minimal.

as for your qoute "how often do u drive with no wheels" what a joke the software requires final drive ratio to determine exact rpm.....the real question should be "how often do you drive on a big flywheel? as thats what your doing on a inertia dyno like dd etc...... this flywheel effect masks so many issues its a joke.

BUT i do agree, leave the real results to the race track

[GOR33]

i didnt know the software i requires etc so sorry for that. but yep at least we agreed on something lol..BTW its 2bnvs on a mates account ;-)

Edited July 15, 2008 by GOR33

[Lithium]

Dyno= Tuning tool... wanna test performance?race the fkn thing

Agreed, tell that to all the people on here who leap up and down about results from Dynapacks. The people who get bigger numbers (where applicable) on Dynapacks aren't necessarily looking for the bigger numbers, they are just a far better tuning tool. As said, they don't have the flywheel roller effect - and anything weird to see will show up on the graph... very precise

[discopotato03]

Food for thought on the front cover 0.5 VS 0.7 Everyone just seems to ignore the front cover and only worry about the turbine housing.

Check this out. The smaller front may actually be better for average power.

http://www.fordxr6turbo.com/forum/index.php?showtopic=32271

According to Garrett, the smaller front cover has a very minimal effect on power, and smaller AR's are actually better for higher boost levels. So I think I am on a winner with the 0.5 front. I was going to change it but I am not now. I think it might be better!

http://www.turbobygarrett.com/turbobygarre...bo_tech102.html

Don't forget on the XR6T type GT3540R that 0.50 A/R comp cover is a T04E family one not a T04S family cover like the 0.70 A/R one is . If you measure the adapter ring that the comp cover is clamped to it's smaller on the XR6T version than the generic Garrett version .

So the smaller series cover /adapter ring will have a diffuser area designed for an ~ 76mm diameter compressor wheel .

The T04S adapter ring and T04S housing have larger diameter diffuser sections and are better suited to 82mm GT40 compressor wheels . In fact a GT40 housing is what GT3540R turbos probably should be using but they are beginning to get hard to package when not in a truck engine bay . Also Garrett doesn't make a propper GT40 adapter ring and comp housing set for the basic GT25 center section BB cartridge of which the "GT3582R" turbo has the largest wheels .

The larger frame BB center section like that used in the T04Z/T51R/GT4088R is externally same/similar to the large frame bush/plate bearing center section and I believe the comp housings and backplates interchange between ball or bush bearing types . The T04Z is oddball because it uses the old cast iron "60-1" style compressor housing backplate and thats how Garrett adapted the T04S comp cover to the large frame center section .

The T04Z and T51/T51R versions of this center section are machined differently to the GT4088R GT4094R so they will mate up to the old plentiful To4 turbos clamp plate type turbine housings . The GT4088R and GT plan bearing turbos use four ears and bolts to hold the turbine housing in place .

Those T04Z's keep cropping up don't they .

GT35 turbines are really screaming out for large A/R T4 flanged turbine housings when approaching their flow limits .

IMO to get the best out of any T04Z they NEED a T4 flanged turbine housing if you are going to keep exhaust flows in step with compressor airflow .

The only reason "Euro T4" (what everyone calls split pulse T3) housings are common is because many dinosaur T4 turbos were hung off smallish capacity dinosaur diseasels - driving a pathetic 71mm 8/16 blade T04B compressor wheel in a T04B comp cover . Often these dog turbos used T04B O or N trim (from memory 0.69 and 0.4x trims) turbines . N O and P trim T04 turbines use the same 84.4mm OD and an N trim housing is easily machined out to suit the O or P trim turbine trims .

Geoff Raicer once said that the split T3 flange size (propper name is Euro T4) starts to run out of legs exhaust flow wise at something approaching 500 Hp - regardless of the turbine within . I'm pretty sure his reason being that you can't physically fit ports large enough through the Euro T4 flange to prevent restriction and high turbine inlet pressure .

For high output "GT35R's" he goes to a Turbonetic hybrid called the "F135R" in a larger than GT35 T4 flanged TS turbine housing of some sort .

If he thinks he has to resort to this with an 82mm 56T compressor I'd say it' a foregone conclusion that the same is required for an 84 mm 63 trim compressor .

I dont think he'd bother when the GT4088R is a better all rounder using more modern wheels than a T04Z

A .

[Guilt-Toy]

I have to agree, I find it much easier to tune a car on a mainline dyno then a DD dyno...

The mainline seems to read the power much better as well.. Looking at the power run and checking the tune is much better on the mainline.

It took me a while to get used to the mainline and i used to prefer the DD, but after a while of using the mainline and working out half the stuff it does its awesome.

Dyno dynamics do such a great job of bludgeon marketing in aus, that average joe thinks they are a good dyno...reality is they are great for shows but quite average for serious tuning.

Look at what the leading manufacturers and tuners use worldwide and its easy to pick which dyno should be a tuners first choice... Inertia dynos just dont cut it for accurate repeatable tuning;

just a few off the top of my head.

NASCAR (Most teams)

IRL (Many teams)

F1 (few teams)

WRC (Many teams)

TRD

APEXI

HKS

NISMO

FORD

GM

Heat Treaments GTR (tuned by andre simon)

Docile Evo lancer.

HONDATA

what do they have in common ^^^^^ DYNAPACK..