Turbochargers!!!!
HCF Member
Joined: Apr 2007
Posts: 567
From: Shafer, MN
RE: Turbochargers!!!!
ill let you know when i throw my bb turbo on 
they keep your boost through shifts which will make your boost feel smoother, and they are a little more durable, and they spool up a little faster than the journal bearings thus entering boost a little faster.
if you got the money then i say go for it
about turbo sizes, the trim of a turbo doesnt make that big of a difference, for you i would say go around 50 trimbecause your not going to be going insane with this build..
if you want a more bottom end car then go with a lower a/r if your looking at the t3/t04e thats the .48 or they have the bigger one thats a .63 that will spool up a little slower but will keep being efficiant at high mph funi have the .50 trim .63 a/r
heres an actual defintion by garret turbo, you should get to know this site well http://www.turbobygarrett.com/turbob...o_tech102.html
Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power.
Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
that will teach you what you need to know about area radius
have fun
they keep your boost through shifts which will make your boost feel smoother, and they are a little more durable, and they spool up a little faster than the journal bearings thus entering boost a little faster.
if you got the money then i say go for it
about turbo sizes, the trim of a turbo doesnt make that big of a difference, for you i would say go around 50 trimbecause your not going to be going insane with this build..
if you want a more bottom end car then go with a lower a/r if your looking at the t3/t04e thats the .48 or they have the bigger one thats a .63 that will spool up a little slower but will keep being efficiant at high mph fun
i have the .50 trim .63 a/r heres an actual defintion by garret turbo, you should get to know this site well http://www.turbobygarrett.com/turbob...o_tech102.html
Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power.
Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.
Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different turbine housing A/R, it is often possible to determine the intended use of the system.Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
that will teach you what you need to know about area radius
have fun