pissnuts

as big as my ********

nascarfan

damn horse nuts

pissnuts

if its smaller than a 20g it doesnt wet my whistle

crx2211

Come on now. A 16g isn't THAT small. It has a 46.5mm compressor inducer that is the same size as a 60 trim T3 (1.83") which is the largest T3 available. That's not considering the aftermarket Super 60 wheel that is 1.90". That's also not including the EVO3 variant which is only a few mm smaller than an 18g and is capable of 550cfm and well over 400whp. A normal b16g will flow 38-39lbs/min which isn't anything to sneeze at. The e3 will flow 43lbs/min which is only a little less than the 20G's 48lbs/min (TDO6H). Not to mention it spools really fast and is quite reliable at lowish (25psi>) boost levels.

I'm well aware that DSM guys sackride the 16g like it's the holy grail of turbos which is absolutely ridiculous. It is definitely too small for major power on a 4-banger, but it gets the job done with virtually no lag. It's a wonderful low boost street turbo that's been proven over and over again. It's insant gratification at its finest. There's a reason there are so many knock-offs of it. Of course it's not as potent as a T3/T4 or T4, but it's also not totally unexciting like you say.

crx2211

Also, in support of the 16g; I have to say it's the snappiest turbo I've ever ran. Before I went to a larger Garrett I had a MHI E316G at 23psi and it hit really hard. True, it fell off a little up top, but it went from 0-23psi faster than any other turbo I've ever ran. It held solid to just South of 7k too. Even though my Garrett makes way more power up top; the car feels less torquey during street driving. Little turbos do provide excellent low end power which can give the illusion that the car is more powerful than it really is IMO.

pissnuts

srry i like using lag as traction control if it hits boost before 4k i don't want it :P top ends where its at ill stick with my to4e's ..not say'n the 16g isn't straight on a b16 but a hx35 or gm series would be alot more baller


nice setup nonetheless

crx2211

TO4E ftfv on 4-banger. Anything in the 55-62mm IMO. Garrett>Mitsu no doubt! I got a SC34 which is a T31 turbine/56mm compressor(49lbs/min), and housing wise is a .63/.70 TO4E. Spools great on 2.0L and thoroughly owns a 16g in all areas except spool time. I also have a T3/TO4B sitting here to that I want to run. It's a .63 a/r turbine housing as well, but in a .60 compressor housing and with a 68 trim turbine wheel (stock T3). The compressor is the 54.5mm "V-trim" (48lbs/min), so just a hair smaller, but it's 450whp capable and will match the 16g in spool time. One simply can't find a better 4 cylinder street turbo than a well sized/proportioned and journal bearing t3/t4! Genuine unit only of course!

Also, I double checked the numbers. The non-EVO3 just bare bones b16g will outflow all the T3 turbos made! Even the aftermarket Super 60 which outflows the production 60 trim (a la Thunderchicken) can only muster 36lbs/min. So the 16G>all full T3 turbos! Of course as soon as it's a T3/T4 it's all over.

HiProfile

But that's raw compressor data, not including losses from the turbine. IIRC the garrett T3 turbine section, even the stg1, is bigger than the MHI versions. Although the info I found was shitty, the td05 turbine inducer size is smaller than a T3 stg1, and the exducer size is a HAIR larger. That's the main reason they can make great HP, but spool very fast. The td04 is much smaller. So basicly, they're more like large T28's, not T3's. A normal aftermarket ("off the shelf) t3/t04e has a larger turbine than most MHI turbos, hence the LAG+TOPEND. "OEM Garrett" designs, like a straight T3 or a straight T4 always have a much larger hot side then they should, at least compairing them to other MFG's like MHI or IHI.

If you compair a t3/t04e like a 50trim w/stg1 T3 turbine to a E3 16g, I'm sure you'd like the Garrett far more. Coincedently, later this year I intend to put together the odd hybrid I found parts for - a t3 comp housing/backplate machined to fit a 57trim T04E compressor in it. Mixed with a stg1 turbine, it would basicly make it very close to a td05-20g, but with more flow...

crx2211

Yep, even the stage 1 Garrett turbine wheel is larger than the TD06H turbine wheel rofl. Like I said before; Garrett>Mitsu.

HiProfile

FYI that is the funniest (and scariest?) picture of a ****** I've seen.

I've always kinda known that's why the >2.0L dsm/subi cars drop on their face when they rev, but I never really read into the exact DSM turbine specs. This also makes me think that 57trim wheel in a ".42/.48" T3 will be an insane combo, 400whp with crazy spoolup. I was thinking of this earlier today, and I think MHI's are decent because the turbine ends up spinning slower (bigger wheel does so to flow the same), and ends up bypassing more gas through the WG. That's one reason why they spool fast, but still make lots of power. A certain "hero" on H-T told me I would be nuts to use anything smaller than a stg3 for >300whp. Now I'm not thinking its as big a deal he made it to be, especially when I have all the parts.

BTW I have a stg1'd t3/t04b S-trim, which is ~37lbs/min, and spool was really nice on a 1.6L SOHC. Especially considering it was the 1st car I tuned, was using a volvo internal WG, tiny-radius 180* bend right off the internal WG, and was using an HF manifold. I'd bet your V-trim will spool almost like the 16g, but have much more power per PSI to dish out.