CspecRun

A friend of mine used that turbo on a D16a1. I actually bought it from him for $50...it needs to be rebuilt. I would say that it was a great turbo for that engine. Car would light the tires up in third gear.

Tom-Guy

I had one in unknown shape, if it wouldn't work it would take a rebuild easily. I passed it onto a guy who was supposed to rebuild it for a budget project, never saw or heard from him again so I guess he punked out and sold it on eBay.

drewbie

I know the k26 isn't exactly a perfect turbo either - this is why it's home made turbo right? The solutions aren't always perfect but they almost always work.

OK, I'm sorry, it's a KKK product, isn't it? I got used to so many people calling it a BW, I never looked completely into it. My apologies.

A friend of mine has a k26-2 he salvaged off a wrecked Porsche that he put on a d16y8 and it is an awesome setup. He gets into 12 psi so quickly from 3000RPM I would have sworn is was a 14B. He is a really good tuner though and he put a lot of time into his maps to get them to make the turbo do that.

And yes, the t3-t4 50 trim (yes, with the typical stage 3 turbine) is a great turbo too, I wouldn't deny that for a second. I have one on my b18b1 and it works very nicely. I will admit it should probably spool sooner, but I am still moving forward with the tune and advancing timing in the right places to make the turbo light up faster. With my setup it starts spooling at 2800rpm, but with a bit more timing it should do 2500 no problem.

Just comparing to what I've seen from previous setups, the t3/t4s just don't come alive as fast as the k26 and the big 16g.

I'll be honest, I've probably only been in a handful of t3/t4 setups and only one k26 and one big 16g setup. Just comparing the t3/t4s to the other two setups, they were all slightly more laggy but made great boost right past the redline. Just my observations though.

Joseph Davis, you do seem to know a lot more about this sort of thing though, if you could elaborate a little more on where I may be going wrong, that would be helpful.

Tom-Guy

No, actually, used turbos typically fail. Click the Turbo Projects link on the left hand menu bar and notice how the projects started out strapping any old thing to a motor and graduated to strapping any old thing plus a new turbo to a motor. You eventually learn that mechanical devices that spin 150K+ rpms and glow red hot don't last forever.

Advancing timing won't hasten spool, all that does is spends more of the combustion pressure across the piston (right up until it is wasted when you reach detonation) which results in less expansion of exhaust across the turbine. Google anti-lag.

Best thing to do if you want spool is pick the correct turbo, and build the correct manifold. The latter is harder than the former, and sometimes you have to see two dozen setups before you start to get an idea of what one particular engine likes.

The spool times you describe for the K26 on a D16 are what .50 T3/T04E on D16 will do, typically log manifold setups.


The big 16G is a spoolfest. Hitchhikkr has one on his LS, it made 10 psi at 1000 rpms. You had to pedal it to keep it from making over 20 psi before 3000 rpms or it would compressor surge badly. The internal gates on the things are formed of compressed mule ---- (actually, all internal gates are) and would taper from 24-25 psi torque peak at 3800 rpms down to 12 psi. He made 242 wtq at 3800 and 238 whp at 6400-ish, but the car was insanely driveable and leapt forward anytime the gas pedal was depressed. I would have loved to see the car with an external gate.

Look, you are a bright guy and I like the way you present yourself. I'm an ---- retentive geek who has to correct every punctuation error he sees or else I overdose on OCD meds trying to keep from freaking out. Don't take anything I post as being down on you, in any regard. And you don't have to thank me, or agree with me. I'm just a guy, like everybody else here. I may know a good bit, but anyone else my age who geeks out on cars does too, whoopty-----.

drewbie

Ah I don't take any offense to you, I know you're just trying to explain it to me as I'm sure you've explained it over 1000 times before to people. And I know it's irritating, but thanks for doing it one more time :P

I'm just one of those people that knows enough to be convincing, but enough to be dangerous I'm sure if I've been doing this for longer than a year, I would be a bit more insightful, but I'm not... so I'll let you do that.

ECKO1980

Wow last time I checked this there was one response lol

Here is the turbo that I am thinking about getting:

T3TO4E

COMPRESSOR SPECS:

flow: 50 lbs/min 640cfm

.60 A/R HOUSING

57 TRIM WHEEL

TURBINE SPECS:

.48 A/R HOUSING

STAGE 3 WHEEL


I am not nessacarily looking for boost at 2500 rpm seeing as when I take my car out and beat on it it rarely drops taht low but with the GTS61 if I didnt take it to redline it would fall out of boost so some thing in between those two would be great. I am not scared of running higher boost also if I have to, dave lee tunes my car so I trust him when it comes time to crank it up lol Also I am looking to buy a new turbo.


Just to give a clue of what I have to work with:
SLS ramhorn
Tial 38mm WG
3" mandrel bent exhaust
3bar map


PS the ITS GTS61 is up for grabs in the f/s section

HiProfile

Look at the head/cam setup the 16g's were designed to work with, then look at a Honda. Then run the basic ex/inducer sizes of a stg1 Garrett against the usual crap you get with a 16g, THEN look at the number & angle of the fins. ------- then look at the conversion numbers stacking MHI housing CMx numbers against Garrett A/R numbers.

If you want a shortcut, read: The 16g is intended to flow well for a 2.0L's midrange and spool like hell with a low-overlap cam. A Stg1 garrett trurbine isn't ANY worse, nor is the .48ar housing in that respect. I can introduce you guys to a member running 400whp through a clipped Stg1 turbine if you want. The Stg3 has also been around the block concerning 500whp setups. Overkill is overkill, bandwagoneers just never catch on. If you want it new, the 16g might be a better deal, since nobody really sells stg1 stuff new.


Cliffs: 16g [exhaust] in its most common form is very similar to a stg1 .48ar setup, and a 50trim t04e is slightly larger than a big 16g. No Honda person would ever know, since 99% never attempt to push a turbo or a "restrictive" exhaust setup.

Tom-Guy

That's not a Honda thing, most cars aren't capable of pushing a turbo to it's limits due to it's setup. Lack of MAP/MAF, injector or fuel pump or lines, ignition system, they came with defective worthless puling internal wastegates, etc.

I've only had nine cars I could take to the limits of the turbo. Three of them will be at Shadyside Dragway in Boiling Springs, SC, on March 7th. You should roll down.

ECKO1980

Hmm so any oppnions on the turbo im thinking about getting? was thinking maybe bigger hot side

Random Hero

See what you get for being greedy and buying that turbo out from under me mike ;-) Lol

Now sell it to me for what you got it for!

I like the to4e 57 trim's you posted above, they spool quick and always make decent power.

get the 63 exhaust.