The Project Pad

duuuuude! so you were the client hank mentioned on an email! I should have known.

Nice to see what the v-band to qsv adapter looks like from hank. you went withthe 1a/r why? we saw a 1k rpm spool improvement going down to .82. 20psi at 3500 could be possible, since 26 at 4100 iswhat dad's car made with the stroker and bigger turbo. regardless I'm very very interested and excited to see the results!

mmmmmmmmm t4 1.06, makes me happy

this will RAGE on the top end,

eagerly awaiting dyno graph

now install it!!!!!!!!

Niceeeeee. You will love that turbo, I sure do.

I went with the 1.06 because it is the only divided T4 housing readily available for the gt turbos. I refuse to ever run a T3 4 bolt unlet ever again. I look at it this way. I was running a .63 on my precision turbo which you could not beat for the price. Lets face it, this is not a cheap endevor. The PTE5857 spools identical to the HTA 35r with a .82 tial housing. So with the QSV closed I the AR will be effectively .53 which should help spool it up 4-500 rpms sooner, and then really open up the top end for the pump gas.

The big unknown here is surge, I have not heard of the Tial compressors having surge issues, but this will surely test that boundary.

I was toying with the idea of building a stroker, but I could not justify it with a perfectly good motor in the car.

You know what they say; big hotside, big smile

audifreakjim wrote:I went with the 1.06 because it is the only divided T4 housing readily available for the gt turbos. I refuse to ever run a T3 4 bolt unlet ever again. I look at it this way. I was running a .63 on my precision turbo which you could not beat for the price. Lets face it, this is not a cheap endevor. The PTE5857 spools identical to the HTA 35r with a .82 tial housing. So with the QSV closed I the AR will be effectively .53 which should help spool it up 4-500 rpms sooner, and then really open up the top end for the pump gas.

The big unknown here is surge, I have not heard of the Tial compressors having surge issues, but this will surely test that boundary.

I was toying with the idea of building a stroker, but I could not justify it with a perfectly good motor in the car.

I agree it's not cheap. To run a QSV + hank + billet/3bb Comp has cost about $4gz alone.

I may have missed it somewhere in this thread (or perhaps in your 20vt thread, idunno) but why not a T3? I seriously don't know, not asking this to be an ass. I also didn't realize that they didn't have .8~ A/R for the T4 setup, I thought they had more options. But we had Comp sort that out for us by fitting a 35R .82 divided T3 to the Comp setup. With a 3582 or 86 it'd be ohsoeasy to just slap that sucker on sans mods.

Sound Performance also oversizes everything so that the QSV does not act as a point of restriction, thus allowing you to use the "normal" (per application) sized hotside without having to upsize (but i see you ran into the problem with T4 availability). We actually had to port out the divided hotside so the butterfly valve would operate and not stop, hitting on the housing. Was this an issue for you? Also, did you get the "super HD" valve? We sent our T3 unit to SP for a replacement to the SHD unit because the valve actually bent - 100% confident due to running it closed too much.

But essentially as you've said you've switched turbos to an identical-spooling unit, added the QSV (on dad's app. it is worth ~900rpm btw), and upped the turbine housing so you should land somewhere in between, but still netting a spool gain. One thing's for sure - you definitely won't have any top end restrictions!

dynoo plzzzzzzzz

Matt, in regards to the T3 setup, I went back and forth and came to the conclusion after doing a lot of research. The T3 divided housing has to introduce a certain amount of restriction. That little hole is only so big! Then there is the tendency for T3 flanges to constantly leak and blow out gaskets. I have never had good luck with them and trying to fit this all in a T3 flange just didn't sit with me. Plus I am really curious to see how a really open hotside helps top end power on pump gas. The T4 seemed like the best of both worlds, at least on paper.

I do have the heavy duty version, I think they are all HD at this point. It's very well built.

The downside to this T4 housing is the size. It takes full commitment and apparently more than an entire weekend to tweak a perfectly good setup just to accommodate the short GT CHRA in this beast. Three trips to the hardware store for different bolts to secure the hotside because the supplied bolts are burried, and an order from mcmaster that will be here this week. I was going to order a turbo blanket thingy, but there is no room for it. I modified my existing heat shield to fit with some trimming for the oil and coolant lines. Next up is the header brace and the downpipe, :woowoo:

I spent some time playing with an injector calculator and and the turbo calculator. It looks like I should be able to tap 750 hp @7k an 34 lbs of boost should the pump gas want to go that high. I might have to switch to strait meth injection to get there. My 75# injectors @ 60 psi rail and 80% DC and single 044 pump should just get me there.

Road blocks I see are the -6 fuel supply, the intercooler, 3" exhaust and the cams. I might have to do a 3.5" DP and a 3" exhaust with a 2.5" dump out the side and upgrade to a -8 fuel supply line. The cams are staying stock, no solid lifters on this car.

When do you hit the wall on 7A cams? I want to say it was ~650 whp?

I like the sound of 750 hp a lot!

750hp is awesome.

Sam

audifreakjim wrote:I spent some time playing with an injector calculator and and the turbo calculator. It looks like I should be able to tap 750 hp @7k an 34 lbs of boost should the pump gas want to go that high. I might have to switch to strait meth injection to get there. My 75# injectors @ 60 psi rail and 80% DC and single 044 pump should just get me there.

Road blocks I see are the -6 fuel supply, the intercooler, 3" exhaust and the cams. I might have to do a 3.5" DP and a 3" exhaust with a 2.5" dump out the side and upgrade to a -8 fuel supply line. The cams are staying stock, no solid lifters on this car.

When do you hit the wall on 7A cams? I want to say it was ~650 whp?

I like the sound of 750 hp a lot!

Pump-E85?

audifreakjim wrote:I like the sound of 750 hp a lot!

That would be bat-shit-crazy in your car. I approve.

PRA4WX wrote:Pump-E85?

Do they have E85 in CA?

Mcstiff wrote:

PRA4WX wrote:Pump-E85?

Do they have E85 in CA?

Depends where you're at... I had a station selling E-85 about a mile away when I lived in the Bay Area last year.

This would be pump and meth injection. 34 psi on pump is really optimistic, but changing from 50/50 water meth to 100% meth and the large hotside should help. In the end this isn't really about top end power, it is maintaining 500 whp and lowering spool. If I can tap 700 or 750 whp that is the icing on the cake.

And no, we don't have E85 here you asshats. Thanks for pouring salt in the wound.

straight meth? Is that advisable?

From Snow Perf:
10. Can I use pure methanol?
While all components of Snow Performance systems are designed to be able to handle pure methanol, it is not recommended for a number of reasons.

• Safety: Pure methanol is easy to ignite witha low 140F degree flash-point and burns with an invisible flame.
• Performance: Water absorbs almost twice as much heat as methanol in the intake and inside the combustion chamber. Water cannot be flash-ignited, so has what is almost an infinite octane number. In the government studies for WWII piston-powered aircraft, 50/50 water-methanol was found to be the best fluid to use for auxiliary fluid injection.

http://www.snowperformance.net/faqs_typ ... e=gasoline

audifreakjim wrote:...And no, we don't have E85 here you asshats. Thanks for pouring salt in the wound.

Um, *cough*...

E85 Finder


Just run down to Oceanside and get some when you want extra fun...

That site can be a bit outdated at times, but yeah, it isn't hard to run ethanol if a guy wants to. It isn't that expensive to just run it out of 55 gallon drums. Plus you get more consistent blends and the option of e98 if you please

Hank

as usual top notch stuff, me like, 7A cams r done by 620 +WHP fo sho the tq was starting to do wierd stuff

Like Janis said, I made 612, but power was dropping off fast. I don't know if that is compressor related or cam related, but I have seen several larger turbo's have that same 620ish dropoff, so I would assume cams.

Is the injector calculator online? Link plz?

I'd love to see you push this to 600+whp on pump. It would be some motivation

Basically tweaked the turbo calculator on MG to match my latest dyno with 20% drivetrain loss added. This gave me my bsfc that I plugged into here
http://www.witchhunter.com/injectorcalc1.php4

It sounds like 600whp is a good goal, thanks for the reminders everyone.

There is always a way to run Ethanol, but that means bigger injectors, another fuel pump, and drama getting fuel. This had to be drama free, if there is such a thing at this stage.

For the Meth, I will stick with 50/50, but it would be interesting to see if any gains or losses are had by going to 100% on the dyno.

with regards to the soon to be new found hp, where does the single 044 start to run of of flow?

my2000apb wrote:with regards to the soon to be new found hp, where does the single 044 start to run of of flow?

Or even if its ok, does it make sense to run to parallel pumps for insurance ?

its a great thing to do esp. if e85 and extra flow may be required in the future

my2000apb wrote:with regards to the soon to be new found hp, where does the single 044 start to run of of flow?

Figure at 750 hp, I will need 5 injectors running around 850cc/min. That equates to 255 Liters per hour. 034 has the pump rated at 265Lt/Hr @ 55lbs and 255Lt/Hr @ 75lbs

So yes it is right on the limit, but at 600 whp I should still have a little head room.

Bench racing is fun!