I did not undersand everything about the A/R....
but I know that the T3 super 60 has a max of 250 hp.... too low
so which one is the best for an ecotec @ 3000 + rpm ?
Garrett T3/TO4E 57 trim w/ .63 a/r
Garrett T3/TO4E 50 trim w/ .63 a/r
Garrett T3/TO4E 57 trim w/ .48 a/r
Garrett T3/TO4E 50 trim w/ .48
is a T4 too big for nothing?
yeah i'm still not understanding the whole a/r thing....watching....
aemECOTEC wrote:I did not undersand everything about the A/R....
but I know that the T3 super 60 has a max of 250 hp.... too low
so which one is the best for an ecotec @ 3000 + rpm ?
Garrett T3/TO4E 57 trim w/ .63 a/r
Garrett T3/TO4E 50 trim w/ .63 a/r
Garrett T3/TO4E 57 trim w/ .48 a/r
Garrett T3/TO4E 50 trim w/ .48
is a T4 too big for nothing?
Where did you get the info of 250 max? I could have sworn it was 300 max
I think you need to look more into CFM and not about RPMs. Those turbos you listed I honestly think are too big for an stock ECOTEC motor. You'll have a harder time spooling it which will result in more turbo lag. You want a turbo that is more directed to help you throughout your powerband, not a small portion of it. The turbos you listed are more for people who have more of built motors or atleast ported cylinder heads.
And yes, A T4 Turbo is waaay too big for a stock ECOTEC motor.
www.kronosperformance.com / 732-742-8837
ok thanks, but now :
T3 super 60 with : 0,42 / 0,48 AR OR 0,60 / 0,63 AR ??
most T3 compressors are .60 a/r, where I believe most T04E compressors are .5something a/r...finding anything else is pretty unlikely (such as that^^ .42 you listed). The a/r you're referring to is the turbine housing (aka exhaust aka 'hot' side). Common T3 turbine a/r is .48, .63, .82, 1.0something. a/r refers to the area/radius of the scroll. A larger value will give more exhaust flow, but also increased 'lag', whereas a smaller value will give better response but could possibly choke when large exhaust flow is needed.
Basically, and I think most would agree, .48 will be best to about 300hp, then .63 (Mike K put 410 to the wheels on a .63 which is about 500hp at the crank). Anything larger is pretty much just overkill on a J (assuming you're not building a full-drag car or something). Don't think you can't use larger housings though (if you don't really have a choice), I used a .63 on my OHV and still got a very quick spool, so it is possible.
Oh yeah, I also think a super60 compressor can support more than the stated 250 hp.
fortune cookie say:
better a delay than a disaster.
aemECOTEC wrote:I know that the T3 super 60 has a max of 250 hp.... too low
Not True!
There is more to it than saying x turbo is good till x HP...... You have to look at the compressor map to see if a turbo is a good match for your motor or not.
Take for example my car at 9psi it makes 225WHP add 10 - 15 percent to that for crank HP and your looking at atleast 250 maybe a little more BHP. But when you look at a compressor map and plot the points of where a stock eco sits you will see that you are in the max efficency area from 3k all the way to just about 6000, you then start to fall off into slightly lower efficency ranges. According to the plots I have done the t3 (both 60 or super 60) are fine on an eco all the way till about 12-14 PSI. And I'm pretty sure at even 12 PSI I'd be making well over 250WHP let alone BHP.
All in all it depends on what your looking for out of the car. Street or race, HP monster or a well balanced torque and power band.
aemECOTEC wrote:so which one is the best for an ecotec @ 3000 + rpm ?
If your motor is stock a t3 60 trim (or super 60)will do you just fine.Youll have full boost well before3k and it will hold all the way to redline.
[
<img src=http://home.comcast.net/~richnj221/smiley.gif>
OHV notec wrote:most T3 compressors are .60 a/r, where I believe most T04E compressors are .5something a/r...finding anything else is pretty unlikely (such as that^^ .42 you listed). The a/r you're referring to is the turbine housing (aka exhaust aka 'hot' side). Common T3 turbine a/r is .48, .63, .82, 1.0something. a/r refers to the area/radius of the scroll. A larger value will give more exhaust flow, but also increased 'lag', whereas a smaller value will give better response but could possibly choke when large exhaust flow is needed.
Basically, and I think most would agree, .48 will be best to about 300hp, then .63 (Mike K put 410 to the wheels on a .63 which is about 500hp at the crank). Anything larger is pretty much just overkill on a J (assuming you're not building a full-drag car or something). Don't think you can't use larger housings though (if you don't really have a choice), I used a .63 on my OHV and still got a very quick spool, so it is possible.
Oh yeah, I also think a super60 compressor can support more than the stated 250 hp.
I agree 100%, good post.
Just like he said, a smaller a/r turbine like a .48 will promote faster spool but at the same time it will hurt top end hp output of the motor. A larger turbine like a .63 will spool the turbo slightly slower but produce more top end hp. it really depends on what type of racing / driving you intend to do and what part of the power band is more important for your needs. Someone who does autoX type racing may benefit more from a smaller turbine (faster spool / sooner peak power) but someone who is only into drag racing will benefit more from a larger turbine with more top end power.
Also, a Super 60 compressor can support 300hp, whoever told you 250 was wrong.
- 93 mph in the 1/8 mile
Member of J-Body Of Michigan.
