I should maybe put this in the classified section, but I am now offering my a kidney for this turbo kit. anyone intersted just let me know.

 

Haha, too bad the 6-pot Alcon brakes alone will be around $5000, while the 4-pot aorund $4000.

 

Ok, I have a couple comments... First off at 9psi I agree that 518whp is a bit optimistic. I would think that 400whp would be about the limit. Maybe 518 crank. Secondly the 10.3:1 cr is good for up to about 12psi but anything after that is going to get complicated. Again this is all based off of proper tuning. Lowering CR is as easy as putting a thicker head gasket in there. Some Turbo kits include a thicker head gasket. But again this is all speculation until I see some acutal dynos from customers that have bought the kit and not companies trying to make $$.

 

This may be silly as I am not incredibly knowledgable about engine work but here it goes...

One turbo at 9 psi good for about 100 hp. The Eclipses were single turbo if I remember correctly.

Twin Turbos at 9 psi good for.. 150-200 hp?

Ok so maybe not 518 at the wheels, but maybe 487+ at the crank. Again I donmt know much about them but wouldnt twin turbos make more power than a single turbo?

P.S. I want that twin turbo sticker on Greddy's strut tower bar!!

 

Greddy's turbo kit looks like it requires removal of the front strut tower brace, will this be the case in production kits?

 

No, the front strut bar will still fit, they took it off for the pic so you can see the turbo kit more clearly.

 

I do believe its 15% loss on average.

 

Greddy 350Z turbo specs:

 

I would not rely on a thicker head gasket to decrease compression, I've heard of many problems that come with aftermarket headgaskets. It seems like a makeshift solution to a bigger problem, if you need to lower compression, that means you want serious HP and you need better pistons anyway.

 

hmm a thicker head gasket does not work well on a V engine it is for I block engines. And the the higher the static compression the geater the gain from boosting, as well 12 psi might very well double the HP on the Z depending on other factors, remeber its the actual volume of air flowed not the boost pressure that creates HP, so if the twin turbos and intake and exhaust flow extremely well these #'s can and probably be correct. Man ii love the Z, with 500 rwhp and slicks with a good driver 10 sec runs are possible

 

What about turbo lag? These seem like awefully big turbos. The eclipses use 16G and have turbo lag. I thought most twin turbo cars use pretty small turbos.

 

at what gear and rpm are you worried about lag ?? as in first gear you will likely want to lower your boost to maintain traction with an already strong motor like the Z's

 

Yeah, just get a Greddy Profec B boost controller with scramble boost. Start in low setting, once in 3rd gear or as soon as turbos start spooling, press the button and switch to high boost setting. As for turbo lag, so what? Most turbo applications don't boost til around 4000rpm. Most of the time you'll be running on vacuum anyways. How often do you really redline in city traffic? or if on highway, it's not like you keep the engine at 6k or + rpm just to keep the turbos going.

 

yes, I guess what you are saying is true. kit could probably be cheaper if they used smaller turbos though. plus, be better for the engine. I can already see the engines blowing up now. I'm gonna put on the Stillen supercharger I think, always liked supercharger over turbo. Cheaper and no lag.

 

What kind of supercharger? If centifugal, there will be lag, if roots or twin-screw then it'll be instant power. Have any more info. on it?

 

I believe the stillen is screw type or roots, but centrifical doesn't have much lag if any, no where near that of a turbo. When I had a paxton bolted to my mustang, there was no lag, if there was lag, the tires wouldn't have broken loose immediately when the pedal was pressed. The car couldn't do that without the supercharger. I really love the turbo kits, but I think the supercharger can give me the level of power I want for the price I want.

 

too small of a turbo is much harder on a engine than too large of a turbo, remeber a small turbo bottles up the exhaust creating excessively hot combustion chamber and intake temperature increase from reversion of exhaust gasses. A large turbo operate much coller at higher airflows, and when judging how large or small a turbo is for an application look at the output of the engine before the turbo is installed, a talon engine before the turbo is making about 100 hp(as stock they run 14 psi and 205 hp i think) so the motor has only 100 hp of its own to spool the turbo. The nissan z has 280 hp and 290 lb/ft or so to work with before the turbo so you would need large turbo to prevent excess pressure in the exhaust manifold which can cause serious damage and poor running conditions. And just cause you have large turbos does not mean you are putting too much load on an engine, it just allows a higher hp and airflow without overheating the intake charge, and the greddy e-manage has a built in boost controller which is gear sensitive as well as rpm sensitive as second gear is where full boos could be harnessed.....turbo is by far the way to go no comparison whatsoever, not to mention how much any sc heats the intake charge

 

Why would someone say a statement like that? no comparison what so ever between turbo and S/C. Thats just ignorant. Both have their uses. heated air from an S/C can be cooled with an intercooler. As is heated air from a turbo.

Rob

 

for a daily driven Z a SC would be a more practical way to go hands down.
When I had my T3/T4 ball bearing, I hated when it would constantly spool up at 3700rpm. Gets to be a pain in the azz when daily driven especially during traffic.

 

That's a good point. Any car that makes a lot of high end power will have to upgrade their clutch too, let's say a triple plate, those things will no let smooth engagements occur, so every stop and go will be rough.