CivicOCD

ok i didnt bother to post any pics cause those that know enough to acctually think about it, know enough about the components without having to look at them.

standard garrett t3 .42/.48 ar (2.3l ford turbo)

exhaust housing kinda fuked.

swap in a t31? housing found off a srt neon ...dont know if thats stock but thats what it came off of.
standard t3 4 bolt flange... .42 A/R...BUT the hole for exhaust exit is obviously larger than the old housing even housing and flange itself are identical to old one.....is the larger exhaust hole to accomadate a arger wheel that probably came with it? i dunno anyways to the question.

without putting any thought into it whatsoever other than the bolt pattern matched up to the downpipe that i had already made and fitted, i strap it on.

didnt even run the old housing because of the big *** crack in it. so didnt really have it to compare to, BUT seeing how the wheel and everything else is exactly the same but the exhaust port on the housing larger, what exactly is that going to do to change the behavior of the turbo? in theory anyway? flow more, lag more with no performance increase at all? no effect on lag, no effect on anything?( i doubt thats the case)

not really a burning question, but one of those i really didnt put alot of thought into before hand because im in the process of trying out 12 different combinations anyways and knew it would likely change.

btw engine is stock internal b16a with externally wastegated tial set currently at spring rate of .4 bar (5.7psi)
if A/R is relation of space between wheel and housing (probably didnt say that right) even though its a ".42AR" would'nt in fact that not be true because the compressor wheel is still the smaller, original wheel?
anyways just was curious to see some feedback, not a problem im having, just a question i'd love to hear some opinions
good bad or ugly.
feel free to educate any identified ignorance in this post. i like learning.

DM

Slo_crx1

The housing you used off the neon definately isn't the stock one...srt-4's have the housings cast into the manifold and use a tdo4 MHI turbine, so it's probably a form of aftermarket. Are you saying the exhaust wheel itself has a much bigger gap than the previous garret .48 housing? It may work, it may not. If the gap is big it may act like a poorly clipped turbine. IMHO the .42 compressor housing is really not suitable for b16 application, especially since their high rpm just doesn't suit with the output of the .42 compressor. You'd be better off stepping up to at least a .60 housing and wheel, maybe a 55 or 60 trim.

CivicOCD

hmm interesting.

The reason I was leaning toward the smaller AR t3's and havnt gotten really into the t3/t4's and the larger .60 ar T3 stems from wanting to aim for a ballz out minimum of spool time but still enough *** behind it to get into the high 2 hundreds @ about 9-10 psi. I need to get some reliability and longevity out of the motor so untill i do something about the internals i didnt wanna push the envelope to bad, figuring those would be good numbers to shoot for and still be able to expect reasonable reliability. Perhaps I'm off? I suppose my line of thinking was that the b16a ain't happy unless it's turnin rpms out the ***, problem being it's kinda weak getting there. I'd be happy breakin the tires loose in high second or third, just tryin to figure out how much power it's gonna take to do it
got the lsd tranny so it's got an extra wheel to work against though hahah.
thanks for the input, If i can get ahold of a decent condition .63 housing i'll give it a try. any more suggestions?

Slo_crx1

Lol I think you're a little confused. The .42/.48 imho isn't much bigger than a t-25, and I really don't see that turbo even squeaking into the high 200hp range. Best bet for that goal will be a .60/.63 50 or 60 trim t-3. The .63 a/r exhaust will still spool quick enough and will hold it's power to redline with no issues. Or if the .63 exhaust housing seems a bit big for what you want (and you want more of a low-end linear power curve) then shoot more towards the .48 a/r exhaust housing. I wish I had a way to scan this into my computer...I'm holding a dyno sheet on a b16a stock block motor with a .48/.60 t3 from an svo...12psi netted 309hp on a dynojet, and was turned down to 10psi and tuned there for a grand total of 274hp and 201ft/lbs of torque. EG hatch tuned with Crome