has anyone done this? I searched it and couldn't find anything. More info on it would be great.
on what engine? MHI 16g's are good turbo's...fast spooling, put out good amounts of power...
yes many have done that..... Hahn turbo kit
I was just wondering cause I know people have done the 16G but is their a big difference between that one and the big 16G.
hahn 16g and the MHI 16g are different, i would pick the MHI16g over hahns...
I think his talkiing about the regular 16g turbo vs the super 16g (sleeper) turbo. you can get a 16g and later on upgrade that same turbo to a super 16g to gain another 50+ hp with supporting mods! anyone plz correct me if im wrong.
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http://www.j-body.org/classifieds/engine/62265/
dsmtuners.com
search 16g and you will fine your answer
I don't have any HP figures but....
I ran low 12s on a Hahn 16G...
mhi 16g rated for 350hp, mhi big16g rated 380...i forgot the rating on the small 16g though....
also dsm's have dyno 398awhp out of the 16g...
DSM forums aren't neccesarily the most objective source of information on our Super 16G units, for they are heavily pollinated with opinion put down by the many other competing companies who've used the garden variety (non-Super) 16G product. Additionally, as we've primarily pursued complete TurboSystems (such as our J-body product) as opposed to staying current in the Upgrade Market for the now almost twenty-year-old turbo DSM's, our "voice" there has been minimal. Further, our Super Turbos were designed by me and are an exclusive agreement with Mitsubishi, and available through no other source.
Nonetheless, DSM politics aside, we've sold many thousands of Super 16G and 20G turbos. We are one of the largest North American distributors of MHI product. It's much more numerous than DSM fans might ever imagine, for it's not limited to that somewhat small market.
Some might ask, why did we not jump on the Evo market, since we were strong in the DSM market back in the day? By the time the modern Evo bowed, we were already in a Domestic Only mode, and that's been our market niche since. I love Domestics, and had we gone after Evo's, there would be a lot less turbocharged Neons, Cavaliers, Sunfires, Cobalts, G5's, Solstices, Sky's, Mustangs etc. running around! Many of our customers really enjoy that we didn't just follow the siren song of Hondas and Evos, etc, and stuck with our Domestic intention. They support us because we've supported you guys!
The essential difference on a Big 16G vs. our Super 16G is that the Big 16G will support a bit more airflow, as it's a slightly larger compressor wheel. However, we take care of that in our product line by simply moving to the 20G when we want more. We top out our Super 16G at 400 engine HP, and our Super 20G at 500 engine HP. Those were close enough to one another...we didn't need yet another step in between.
What makes our product a Super 16G? Mostly, it's our turbine section design. Whereas the OEM-syle turbine housing on standard and Big 16G's is prone to boost creep on big-flowing engines (that's where inadequate turbine flow of the 7cm and 8cm housings cause boost to rise unaccepably at high RPM), our 10cm Super housings are rock-steady in boost control. Additionally, the higher flow they offer improves HP per pound of boost and reduces back pressure on the engine. As a result, they need none of the "tweaking" that the other turbo vendors love to sell 7cm and 8cm housing owners...no porting, no wheel clipping, just bolt them on and go!
Super 16G turbos can be easily converted to Super 20G with just a compressor swap. Makes future upgrading easy, and won't suffer from the horrendous boost creep one will see if one does this with a 7cm or 8cm turbine. Still has a perfectly behaving internal wastegate at this point, where the 7cm and 8cm turbos require an external conversion to keep boost under control with a 20G compressor.
As an additional bonus, we use a much more universal T3 style inlet flange, which makes for much easier manifolding and more options in the future; these other OEM-based 16G's are all using the somewhat odd proprietary DSM-Evo flange that's shared with...well, nothing else! Lastly, Super turbos use a very easy triangular exhaust outlet flange, not the wacky two-port four-bolt diamond-shaped OEM DSM-Evo outlet. These flange options make our product much easier to use and much more universal.
Edited 6 time(s). Last edited Saturday, September 19, 2009 3:07 PM
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
but isnt it true that the 10cm turbine housing does cause more lag than, let's say the 8cm housing? thats one of the biggest comlaints i have heard from DSM owners running the 16g and the 20g from hahn, there is lag compared to a mhi 16g and 20g...and most of their creep issues they fix by porting going with a bigger flapper valve, but than again im not a big DSM guy, just looked into their turbos when i was thinking of turbo'n my car...
What you have there is primarily the propaganda from the many "other" companies. Fact is, you'll find many very satisfied users of the Super product. Just to be consistent, I'm quite sure that the 398 WHP quoted above was no "off the shelf" Big 16G either...as it likely has been modded, I'd bet either our off-the-shelf Super 16G or 20G would match it for response RPM.
Our 10 CM turbine section is only marginally larger than the 7 and 8 CM. The larger flow, of course, also supports higher power with less strain on the engine. As as the porting, flapper, and wheel clipping mods are sold simply to get the small 7 and 8CM models to flow better...in other words, to make them flow as well as our standard unmodified 10 CM...when compared to those more expensive modified turbos, we've not found any "lag"differences worth mentioning. Taken another way, the mods they do to those smaller turbos to "overcome" their issues also make them respond later.
Sure, compared to an unmodified, boost-creepin' 7 or 8CM, our Super does come in a couple hundred RPM later, but that's really minimal. It provides so much more top-end punch and no boost creep, while also not requiring those extra needed internal mods (which also void the Mitsubishi factory warranty, by the way), that our happy customers find it to be a great value.
I'm sure if this were a real issue, we'd not have sold many thousands of these turbos by now. Also, you could find hundreds of users online that would say "Lag? You're kidding. This thing hits like a freight train compared to my buddies old-skool T3-T4!"
How do I know? I hear it every day...
Edited 1 time(s). Last edited Sunday, September 20, 2009 12:19 PM
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
ah yes, well like i said i only researched them back when i was working on turbo'n my cobalt, the 16g did looked like a good option
