Similar or better replacement for a TE45A?

Discussion in 'Turbos and turbo related parts' started by VenomGT, Nov 6, 2016.

  1. TTA976

    TTA976
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    His motor with the right converter would spool a Ball Bearing 6465 .82 easily. Spool is barely noticeable between the Pte .63 and Tnetics .82. And he would pick up a bunch up top...
     
  2. bison

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    This is my response to a TE45a. It's an MFS 6766. It will outperform a 45a in every way. It's not even close. 90lbs/min. Low 9 sec potential. I'd put it against anything with a smaller compressor. [​IMG][​IMG]




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  3. bison

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    I've never seen a small ex housing increase cylinder pressure. I've seen the exhaust pressure higher at a lower rpm but not higher overall. The turbine and compressor are going to leave the potential there. It's possible to limit the flow of a good turbine by jamming it in a small exhaust housing but cylinder pressure won't change much. Mass flow, engine speed, CR and timing will determine the cylinder pressure. Increasing exhaust pressure will leave inert gas in the cylinder and reduce mass flow potential as well as create pumping losses on the exhaust stroke. It's possible that the inert gas that's trapped can actually lower cylinder and exhaust temps if it's really high. Same effect as EGR. Inert gas is displacing oxygenated air in the cylinder.


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  4. VenomGT

    VenomGT
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    Emilio J. Marmol

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    I dont want to contradict what sounds like advice based on experience, but with the ported and gasket matched intake/heads/manifolds, .63 garret e.h. and the Tial V60 external wastegate, this car spools in a snap, also has plenty of top end. I ended up having the TE45A rebuilt, and also swapped cams to a roller 210/215 from FTS.
    This thing turned into a whip and I still want to switch to SD2 to run E85 (with the flex-fuel sensor) since I have all new lines and compatible fittings, but I am not having any issues with knock so I am still on the fence. 24#'s of boost btw.
     
  5. dynoman

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    With the old converter it was 126-127 mph , unlocked .
     
  6. Ttype6

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    You said in an earlier post that you had this turbo re-built and changed to a Q trim .85 turbine housing. After changing it,did you go back to the P trim 63 Garret?
    That 210-215 is just a real nice cam.
     
  7. VenomGT

    VenomGT
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    Emilio J. Marmol

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    Yes, went back to the .63 TE45A, tried a handful of different turbos and the 45 was the best one in my opinion, even with the stock head it spooled like the TE44 and pulls like the 6262 or the .85 TE45A at the top of third.
    I still havent tried the billet wheel TE45A I had rebuilt but I imagine that may be even better, but I am saving that for when I blow this engine and get a build long block and get a little fancier with it.

    The problem I am running into now is that I am loosing driveability, right now I have a lot of part trottle bucking from constant turbo flutter at the top of every shift point...but I am also running on the old chip from prior to the machine work so once I switch to SD I may be able to iron that out. I also now have traction issues at WOT on take-off, 2nd and 3rd shifts, so I need wider rear wheels (already running 275's on the stock rim) the plan is to squeeze a 305 but I dont want to loose the stock look...the look that has fooled every sucker that has lined it up lol

    And I am in love with the cam, it has so much more torque on the bottom end than whatever was in there before, its a night and day difference and FTS has been very helpful answering my noob questions lol
     
  8. Ttype6

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    When you switched to the .85,you followed the advice of someone who posted in this thread. When you had the Garret .63 installed,you did exactly what Nick suggested in post # 5. He was not the only one to advise this. When you took this advice,you didn't contradict what I thought was good advice based on experience. There's no way that you were ever going to prefer the .85. There's no way that the .85 was ever going to out perform the .63 in your case. What you did was to try both to find the truth for yourself. Now you don't have to ask for an opinion because you know the truth. I applaud you for doing this.
     
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  9. Jerryl

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    I want to mention one observation based on what I *think* to have read;

    EGT's are affected by many variables, CR being one.
    True combustion EGT is typically measured right after the exh port, and will generally be lower with a higher CR. The reason is because the engine will subtract more energy (Read heat) due to higher CR, so the EGT's will drop. I am only pointing out the relationship between CR and EGT, and ignoring other variables for the sake of this relationship discussion.
     
  10. TTA976

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    That's what happens with hybrid turbo's these guys are hugging on. Boost can flutter at DIFFERENT THROTTLE ANGLES.

    What kind of wg setup are you running?

    First, check fuel trims at given rpm. Prob loading up on fuel or too much timing.
     
  11. VenomGT

    VenomGT
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    Emilio J. Marmol

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    I have a Tial V60 External wastegate, I havent played with the tune but does go rich 10.5-11.3 around when it flutters at part throttle. As soon as I have it sorted I will report back.
     
  12. VenomGT

    VenomGT
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    Emilio J. Marmol

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    Btw if you follow the link at the bottom of my signature, you can check out a bunch of pictures I have it on there of my setup and how I went about it.
     
  13. TTA976

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    Anytime your a/f dips into 10's at mid throttle your too rich. Nice wastegate!
     
  14. Ttype6

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    The first thing I would suspect is the alcohol. I would turn the boost down and shut the alcohol off and creep up on the boost to see how good you can get it running without knock. Then continue with alcohol slowly.
     
  15. VenomGT

    VenomGT
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    Emilio J. Marmol

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    Right now I am trying to figure out if the knock sensor is picking up the wastegate noise because I keep getting 4.0 counts of knock everytime the wastegate opens.
     

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