Could a special line of turbochargers be developed that have a larger turbine housing with the intent of being used with large shots (100hp+) of nitrous? Or, would it just be a matter of putting together the right combination of presently existing parts?
Nitrous
- Thread starter Razor
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The answer to DonWGs question would be, unfortunately a loosing battle. I witnessed first hand what it took to develope a new turbine housing, as well as the costs involved. It just didn't make very good business sense to develope a 3-bolt Buick specific housing that maybe would sell 50-100 pieces, when you could develope a T3 5-bolt style housing that would sell thousands upon thousands to the Import community. Not too mention the PT88 3-bolt turbo debacle that they got burned on.
But that was then (circa '02), maybe by todays standards, somethings are changing.
But that was then (circa '02), maybe by todays standards, somethings are changing.
I think the 4 bolt tangential can be had in a/r's well over 1.00. Forget it with the 3 bolts at this time though. Ive found that once the turbo is spooled it doesnt take much energy to keep it going. Therefore as you stated the boost will creep like crazy in 3rd even with a big gate with the N2O. Id be willing to bet you could exhuast an entire bank of cylinders, bypassing the turbo after its spooled and the remaining bank would still overpower the turbo causing creep with the 3 bolt housings. Maybe a huge one in the crossover and another on the right bank would work.
What's the story on the PT88 deal? I haven't heard that one.
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Back when the rules for TSE (circa '99-2000) stated "Any 3 bolt turbo allowed", PTE designed a huge 3-bolt turbine housing to work specifically with the PT88 turbo. It was nicknamed the cantelope. And it needed a larger than 3" downpipe to run it but it would bolt to any 3-bolt header. Joe Lubrant ran this turbo on his car and basically had the class covered by a half a second. It was a gray area with the rules and therefore it was allowed to run for one year only. Although anyone could have run this turbo that year, it was very close to not being available by the due date according to the rules. "Turbo must be readily available before November." Well, after Joes' car ran away with the win, a lot of people protested the turbo and it was banned from the class the following year. It wasn't very long after this when the TSO class was created and allowed people to run an 88mm turbo. PTE spent a lot of money to develop this specific turbine housing and it did work. But the powers that be outlawed it and that turbo with that 3-bolt turbine housing basically died. The only saving grace was you could run this turbo with their T4 flanged 4" v-band turbine housing and it was very successful. Some guys ran it anyway with the 3-bolt housing with great results, because they didn't plan on running a class. I believe Neal White was one of those guys. It was a pretty sore subject around the office.
Hope that sheds a little light.
Hope that sheds a little light.
Hey Patrick,
Not exactly. Revisionist History! You're referring to TSE in 2000. Joe/Dan didn't quite have the field covered by .5 sec and they did not run away with the win. I remember you were there. Joe/Dan qualified #1 with I believe a 9.45. I was #2 with a 9.72 (no cantelope). Dan had tranny brake trouble and went out first or second round. I won the final over Gary Harmon who was just beginning to iron out the PT88 tune on hit T as I recall.
Back to regular thread.
Art
Not exactly. Revisionist History! You're referring to TSE in 2000. Joe/Dan didn't quite have the field covered by .5 sec and they did not run away with the win. I remember you were there. Joe/Dan qualified #1 with I believe a 9.45. I was #2 with a 9.72 (no cantelope). Dan had tranny brake trouble and went out first or second round. I won the final over Gary Harmon who was just beginning to iron out the PT88 tune on hit T as I recall.
Back to regular thread.
Art
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Yep, my memory must be failing me.
Thanks for the correction, my bad.
Thanks for the correction, my bad.
