Jump to content
SAU Community

Recommended Posts

Hey mates I'm just looking at the dyno sheet I got with this beast. I'm wondering about the boost curve. Does it show that it doesn't make full boost until 7500 rpm? I would expect it to make that at worst case 5700rpm then the line to stay flat till max rpm.

It's a gt35 .82 rear on a rb20. Garrett turbo. China stainless manifold. 38mm wastegate screamer pipe.

Boost controller is a turbo smart dual stage manual one.

No idea what spring is in wastegate

Looking for some ideas on if that's how it shud be or if something's goin on with setup.

I understand its not the ideal size turbo but that's what's on it. Il live with it

Thanks mates

post-34298-0-01513500-1409233809_thumb.jpg

Link to comment
https://www.sau.com.au/forums/topic/447367-rb20-gt35-dyno-graph-boost-curve/
Share on other sites

Have a look through the RB20 Dyno sticky thread. For example, the dyno sheet on the top of the last page shows the sort of shape you should be aiming for manifold pressure (boost). I'd guess your setup is always going to be horrible with a turbo that big. Suggest you change your mind about living with it. You want to enjoy driving your car don't you? :)

Yea I've seen a lot of dyno sheets on there. I believe it should be as I suggested and reach full boost at a certain point in the 5000rpm range and hold it but want to confirm something may be up with mine and if something isn't right suggest what is causing it.

Edited by joe blo

The turbo is too big, and the .82 housing is more suited to a 3L engine. A stock RB25 turbo can make that power, and come on by 3k on a 2L.

It could make bulk KW if you were willing to rev it to 12k and make use of that amount of airflow. (porting heads, massive cams etc.)

Yes, the peak boost is at 7500rpm but that's not so much a factor of turbo lag as it is boost control - its boost creeping which is why it keeps climbing and ending up at it's highest there. Looks like the gate is opening at around 6000rpm, which is closer to your expectations and I'd say is probably more or less what you're going to get on an RB20.

  • Like 1

Yes, the peak boost is at 7500rpm but that's not so much a factor of turbo lag as it is boost control - its boost creeping which is why it keeps climbing and ending up at it's highest there. Looks like the gate is opening at around 6000rpm, which is closer to your expectations and I'd say is probably more or less what you're going to get on an RB20.

Yea I did consider it could be boost creep but I thought that if it could hold the 12 psi setting fairly well it should be able to control 21 psi.

If I put a spring closer to 21 psi in the wastegate could that make it better? Could probably assume the current spring is below 12 psi

That will increase the boost, you should hit 21psi by 10k or so. :P

An electronic boost controller may help with the boost curve, but a heavier spring will definitely be required in the wastegate.

as said totally wrong setup so 7500 would be correct

to give you an example I ran an rb22 with gtx3076 with 0.82 tial 44 Vipec 88 and e85 with basically everything you can get for that setup (cams dialled in etc) and had full boost at 5200

as all said above get rid of that turbo its never going to work

food for thought (ignore if you wish).

  • Sell turbo
  • Sell manifold
  • Sell gate

then

  • buy a brand new hypergear highflow
  • stock manifold
  • spend all leftover cash on hookers and cocaine
  • and whatever is left on tyres
  • Like 1

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • Yeah, really happy with how it all turned out As for aftermarket lip, nah, I'm not really a fan for practically reasons on a street car that gets driven everywhere  I did have the full lower kit on my 2015 STI, but found the front lip scrapped alot, even at stock 4x4ish ride height As the NC sits now, with the lowest point of the car at 110mm, so just legal, some steep driveways and steep speed humps will still "just" scrap those little plastic OEM air dam thingies on the undertray just before the front wheels
    • Here's one I help build and tuned a decade ago, Garrett  GTX3071R Gen 1, T3 twin scroll 0.83 rear housing. Went from larger 272 cams down to smaller Tomei Poncams to help with the low end. S13 non VCT motor. Car was purpose built for the track, hence low down was the focus. Note the actual dyno chart shows lower boost, however the EBC and boost gauge showed 1.9Bar (Ignore the torque, I was young and didn't know how to set derived torque)  
    • I’m doing some side developments on SR20det S13 engines, its one my hobby cars used it to compare flow capacity of some smaller size wheels. SR20det is one of another JDM legendary engines I'm sure there are plenty of SR enthusiasts on this forum, I will share results some common turbo configurations here. a quick run down of what the car is: Wide body 180sx Type X with black top engine (blue). It has: Stock bottom end Haltech 1500 ECU 5-0 motorsports trigger kit Kelford SR20DET Beehive Spring with Titanium Retainers Kelford Cams SR20DET S13 188-B 268/272 Cams G25-660 Turbocharger in T2 .64 rear housing internally gated ARP Head studs MLS head gasket 1000CC ID injectors Walbro 450L Fuel pump Front mount cooler kit JJR’s 3 inches turbo back exhaust (its too short for the 180sx it had to be extended) Pump 98 fuel Hub Dyno tune So far made 270rwkws at 22psi full boost by 4500RPM. Engine is very knock limited hence a pretty bad looking top end. From previous experiences it seems like SR20dets are happier with bigger size turbine, some thing like a GT30 would make way better top end, but on same time response is lost. It won't be a problem with S15 VCT engines. I'll be testing alternative turbine housing, turbine wheel and possibly dump pipe options for extra flow to resolve the problem and of course E85 would resolve all the issues.            
    • Awesome writeup and details. Thanks for sharing the story so far. I can relate to parts of it with my previous car and some of the issues I had to deal with.
    • Wow the colour matched hard top completely transforms the car. Are there any nice front lip options for the car or is that off the table?
×
×
  • Create New...