Interesting turbo/dyno test tonight= bigger isnt always better

[salvageV6]

I've got a nice TA62 here if you want some comparison testing for old school stuff.

I've gotta get down there sooner or later anyway, I found Ottos's pick tool under the pass. seat of the GN when he fixed my column, I guess I should return it someday. Been hectic here with work and all lately though.

 

[bison]

I've got a nice TA62 here if you want some comparison testing for old school stuff.

I've gotta get down there sooner or later anyway, I found Ottos's pick tool under the pass. seat of the GN when he fixed my column, I guess I should return it someday. Been hectic here with work and all lately though.

Sounds good. Should make the same power as the 6176. Lets prove it. Ill email you.

 

[bison]

I could get one of those here

Vic has one on his white car.

 

[Blazer406]

A couple old school turbos......

How would a TE45A compare to the above?

How about a PT70 P-Trim ...... with a H housing?

Both units have a Garrett .63 housing...... I have a Garrett .82 housing that should also fit either.....

I'm guessing either one of my turbos wouldn't be too good of a match for your converter setup.....

 

[Onalky87]

How about a 6776 DBB? Have you guys tried it?

We will have pretty much the same setup After I buy what I plan on getting except the heads...have u ever ran it at the track or dynoed it?

 

[bison]

A couple old school turbos......

How would a TE45A compare to the above?

How about a PT70 P-Trim ...... with a H housing?

Both units have a Garrett .63 housing...... I have a Garrett .82 housing that should also fit either.....

I'm guessing either one of my turbos wouldn't be too good of a match for your converter setup.....

No gain has been shown with larger than E covers on anything we have seen yet. The GTK had an S and it spooled slower and made a little less power than the 6176. The 45a which is a 66 compressor and the 70 p trim would likely not make anymore power than the 6176 unless the boost pressure was higher. The 70 p is a waste in a 3 bolt. Ive never seen an application where a car went faster using a 7076 vs a 6776 with a 3 bolt ex housing. The 45a (6676) would likely make the same power as the 6776 on this engine also. Seems to be if the car is slower than 125mph in the quarter the turbo will do nothing for power if its larger than the 6176. A 6076 would be a good test also to see if its as good as the 6176. With a Garrett .63 i dont see them spooling much slower than the 6176. Thar housing is proving to be a winner under 500whp. Let me know if you want the 2 turbos tested. Im going to be testing the 6152, and TA62 soon.

 

[jpwalt1987]

Pt70??

The 70 p is a waste in a 3 bolt. Ive never seen an application where a car went faster using a 7076 vs a 6776 with a 3 bolt ex housing.

Brian, could you elaborate on why you believe this?? Is it because of backpressure issues when running the higher boost pressures the 70mm wants?? I have a PT70 with a .63 precision exhaust but I have never been able to really get the car to the track enough to get the most out of this combo. Engine is currently at DLS getting right. Does this turbo want to see 30psi?? What does the PT70 want to see to be maxed out?? Thanks for the info in this thread. Jeremy Walters

 

[SloGN]

Bison

Have you compared a 6152e to a 6176 or a 6131?


that 6152 on my stroker went 6.76 @ 20psi boost. so how much power is that thing making?

 

[Onalky87]

No gain has been shown with larger than E covers on anything we have seen yet. The GTK had an S and it spooled slower and made a little less power than the 6176. The 45a which is a 66 compressor and the 70 p trim would likely not make anymore power than the 6176 unless the boost pressure was higher. The 70 p is a waste in a 3 bolt. Ive never seen an application where a car went faster using a 7076 vs a 6776 with a 3 bolt ex housing. The 45a (6676) would likely make the same power as the 6776 on this engine also. Seems to be if the car is slower than 125mph in the quarter the turbo will do nothing for power if its larger than the 6176. A 6076 would be a good test also to see if its as good as the 6176. With a Garrett .63 i dont see them spooling much slower than the 6176. Thar housing is proving to be a winner under 500whp. Let me know if you want the 2 turbos tested. Im going to be testing the 6152, and TA62 soon.

I would like to see a 6776dbb tested

Do u think the 3bolt big ex housing would start to benifit on the tested car if u matched it with a 3.5in dp and went open dp?

 

[blackgn1]

No dyno. Last year at Reynolds I got in one pass before I broke a motor mount. 2.1 second 60 foot. 11.4 through the quarter. That was at 20psi boost and running "FAT". It was the last run of the first night. With a decent 60 footer and leaned out a little it would have been a 10 second pass!:biggrin:

 

[bison]

Bison

Have you compared a 6152e to a 6176 or a 6131?


that 6152 on my stroker went 6.76 @ 20psi boost. so how much power is that thing making?

Ill be testing a 6152 soon. not sure if its an e cover. I doubt the cover will matter. The larger ones dont seem to do anything at under 500whp. The 6131 will hit backpressure really early and be a turd like the 44 was on this engine. Id prove it if someone has one to send in. Your engine was much better able to extract the max out of a turbo at low boost and you are making about 530whp if you are trapping 100-101mph.

 

[TURBOPOWERED68]

Ill be testing.

would you guys be interested in testing a set hooker headers?

 

[bison]

Brian, could you elaborate on why you believe this?? Is it because of backpressure issues when running the higher boost pressures the 70mm wants?? I have a PT70 with a .63 precision exhaust but I have never been able to really get the car to the track enough to get the most out of this combo. Engine is currently at DLS getting right. Does this turbo want to see 30psi?? What does the PT70 want to see to be maxed out?? Thanks for the info in this thread. Jeremy Walters

Its because the backpressure gets too high to maximize the compressor wheels ability to move more air. The compressor wants to see a certain mass flow but the ex side will be so choked it will be hard to get there if your making over 600whp. You will need an external gate and a lot of pressure on it to get the boost up there. Keep in mind guys like Don Cruz ran that same compressor wheel over 148mph in the quarter. Im sure that he was running it for just about all it was worth and that it made more boost on good air days but he had a much better flowing exhaust wheel. I have yet to see a charge air temp climb above ambient at the peak power level with anything we have tested so far. Alky is helping this alot but it is still safe to say the ex restriction is the limitation. The ex restriction makes it very hard to increase the boost pressures. The 6265 would have easily made over 30psi if i wanted it to. Shows that the backpressure was lower with that turbo but it didnt really make any more power at the levels i tested it at over the 6176. Ive been saying it for years. This is why things like advancing the cam and increasing the compression ratio help so much when you are working with excessive backpressure and why one engine will make more power or a lot more than another with similar parts.

 

[bison]

would you guys be interested in testing a set hooker headers?

Thanks, but not interested unless you want to swing the $50/hr labor to do the swap. Figure on 3 hours. They wont hurt power but will double the time it takes to spool the turbo unless you run a converter that is really loose down low which will be driven over up top if your engine is making any power. Weve already seen this on a car that was plagued with slow spoolup. We actually added N2O to get it going before the owner bought a set of TA headers. Stock headers are the best choice under 600whp for almost all.

 

[TURBOPOWERED68]

just have them collecting dust

Thanks, but not interested unless you want to swing the $50/hr labor to do the swap. Figure on 3 hours. They wont hurt power but will double the time it takes to spool the turbo unless you run a converter that is really loose down low which will be driven over up top if your engine is making any power. Weve already seen this on a car that was plagued with slow spoolup. We actually added N2O to get it going before the owner bought a set of TA headers. Stock headers are the best choice under 600whp for almost all.

 

[WFO]

Hey Bison,

Anyone out there got a 6169 you could put in the mix? Just curious where it would fall into line with the rest of the turbos you're testing.

FWIW I agree with the .63 Garrett being great for the street. On E85 at 25# my car's a friggin animal. It's spooling about the same as yours with the 6176,less than a second to full boost and kicking it out sideways at 50mph. This is with one of Bruce's old 9x11 "3200" convertors.

Later,Sean

 

[bison]

Hey Bison,

Anyone out there got a 6169 you could put in the mix? Just curious where it would fall into line with the rest of the turbos you're testing.

FWIW I agree with the .63 Garrett being great for the street. On E85 at 25# my car's a friggin animal. It's spooling about the same as yours with the 6176,less than a second to full boost and kicking it out sideways at 50mph. This is with one of Bruce's old 9x11 "3200" convertors.

Later,Sean

I dont have one. Im sure it would be the same as a PT54. I sold the one i had about 2 years ago.

 

[TurboTnZ06]

This is why things like advancing the cam and increasing the compression ratio help so much when you are working with excessive backpressure and why one engine will make more power or a lot more than another with similar parts.

Makes sense- when Don Cruz tore my 109 down, he said it was not going to last much longer. I had way too much timing, probably 30* or more with the chain it had, plus the align hone was high and I was running very milled heads, which means more compression, and the cam gear was not right on the timing cover. No wonder with just bowl porting and a little cam it was shot out of a cannon with a P trim TE45a.

 

[kshef]

6262 vs 6076

 

[Pronto]

How about the smaller billets ie; the 5857E and the 6057E.