Str8dum1:

I made edits to post #14. The Greddy TD05-20G looks much better when better approximations are used for intake air temperature and volumetric efficiency.

FYI, I just re-ran it using intake air temperatures of 110 at peak rpm and peak hp, and I set the VE to 130% at peak rpm and torque. The VE will vary, depending on the level of boost. In general, the higher the MAP pressure, the higher the VE should be, ignoring potential issues with reversion.

EDIT: I did some research as far as the way the turbo companies are specifying VE, and it appears they are using the naturally aspirated VE value (i.e., before the turbos are added). So use a VE between 95% and 98% on our motors.

For 970 crank hp (about 900 whp), the Squirrel website predicts 43.1 lb/min. per turbo of air flow for a 3.5L motor.

Did I send you my fuel flow calculator? If so, punch in 900 for Desired RWHP and 32% for Energy Conversion Efficiency, then look at the air flow rate for a twin turbo system. The numbers are very close.

 

but guys is there any car out there did 900whp with the 20G ?

Z1performance did it with NO2, im not sure how much boost.

 

I know Alberto's numbers put mine to shame, but once I pay a visit to PFS its game on.
Just waiting for them to get settled in their new shop. Gotta call Ray.

 

I hope to respond to this question in the upcoming few weeks with an update that at least comes close.

 

I don't know of anybody who has tried to max them out yet.

Per the TD06-20G compressor map, each turbo should be able to flow nearly 700 cfm. That is a LOT of air. Both Squirrel Performance's calculator and my calculator show that the 20G compressors should be enough to get to 900 whp.

The question is whether the turbine will have adequate flow to prevent reversion from becoming an issue. I have not seen any performance data on the TD06 turbines that indicate whether they are capable of spinning the 20G compressor fast enough to achieve its maximum capabilities, nor any data that shows the pressure differential accross the turbine.

So, if the TD06-20G turbos don't make it, it probably will be a turbine issue.

EDIT: The TD06 turbines are fairly large, bigger than a GT3076 turbine and almost as big as a GT3582 turbine. I think the TD06-20G turbos will make it to 900 whp.

 

As you know a build is much more tan just a turbo kit, so who says I havent been on it for a while now?

My vortech kit makes awesome power and is fun as hell at the track. I just want to make sure that I get something that is significantly better. There's a lot of options and not many valid comparisons, so collating all the data so its on the same playing field is time consuming

Terry, the greddy website specifically shows the turbos as TD06's http://www.greddy.com/products/displ...SubCategory=82

Alberto- those are very nice #'s and the range I'd be shooting for with bigger turbos. Is that 17psi on pump gas, as that would be great strip power for 'practice' days, so I wouldnt need to mess with VP110.

JTGli - I'd be cautious about that 18-20g conversion. Sharif and others have had complete sh~t luck with it.

Island-- are they completely different turbos (what measurement are you referring to? 82mm compressor would be nice ) or just the turbine swap like Scout did?

So basically, as a collective, no one on this forum has made 750+ to the wheels with just a 20g kit?

I talked to Sharif today and he said that the 20g's are lil bigger than the JWT 850BBs. Louie and XKR both made very good power with those JWTs and very nice traps/ET (which in the end matter more than my dyno #'s).

If that's the case, the "like butter" install 20g would be a clear winner over a 3071 based kit needing some "massaging"

Keep the info coming!

 

Got it. I don't know why, but I thought they were using the TD05 turbines.

 

Mine are the 18G--> 20G conversion turbos built by Forced Performance. They used the original TD-05 housing and opened them up a bit to simulate the TD-06 housing to flow more air. I needed to rebuild my turbos from an unfortunate motor failure many moons ago, so since the difference in upgrading vs. rebuild alone was only about $200, I went for it.
As far as reliability for street use, so far so good. Not tracking it yet, but hope to this spring.

 

Ray will MAX that setup if thats what you want. I dislike shops that brag about pushing limits and never really do, Ray isnt like that! I attribute my numbers and cars performance to his tuning and knowledge from being in the game longer than most big Z specific shops.

Str8dum-all my numbers are on pump, 17 + 20psi are aided with meth. No race gas here, anytime can of a$$ whooping!

 

On paper the 20g's mighty look like they will hit 900rwhp, but in comparission to the 18g kit numbers, I dont see it happening without a shot. I think the turbine section is the going to be the bottleneck, not the compressor wheel.

 

350z HR greddy TT 20g with 4.3L made 759whp

link
http://twitter.com/GReddy_Power

"GReddy 4.3L stroked 350Z HR made 759WHP with 668.7 ft/lbs at 1.3bar of boost"

link
http://www.facebook.com/pages/GReddy-Gpp/132974131302
http://www.sp-power.com/2009/10/gred...rbo/#more-1140

"GReddy 4.3L stroked 350Z HR made 759WHP with 668.7 ft/lbs at 1.3bar of boost! Thanks to guys from Haltech and SP Engineering we were able to tune this beast to amazing power! but we are not done yet. This is fully build engine, we are going to boost up close to 2.0 bar. Will we see 1000HP? Stay Tuned! "

dyno sheet

http://www.facebook.com/photo.php?pi...d=132974131302

 

Does anyone have the the specifications for the TD06SH-20G that comes with the VQ35DE turbo kit. I have searched, but I find conflicting data pertaining to the turbine dimensions.

EDIT, the OP lists 55/65 mm, which corresponds to one source for the TD06 turbine, but another source for the TD06H turbine lists that as 58.8/67.3 mm.

http://www.ceddy.us/turbo.htm

(Multiply by 25.4 to convert inches to mm.)

Also, Greddy does not seem to list the turbine inlet size for the kit. The TD06SH turbines are available in 8, 10, 14 and 16 cm^2. Which one are they using for our motors?

 

I believe its the 8. Awhile back when I had the greddy kit I did alot of research on if I could change the turbine housing, and after talking with greddy and a few other companies the conclusion was you can not. I believe the housing for the greddy kit has a slightly different bolt pattern on the turbine inlet then compared to their other off-the-shelf turbos.

I think that was the case, but its been over a year since I looked into it, so things could have changed.

 

[QUOTE=Alberto;7816731]Ray will MAX that setup if thats what you want. I dislike shops that brag about pushing limits and never really do, Ray isnt like that! I attribute my numbers and cars performance to his tuning and knowledge from being in the game longer than most big Z specific shops.
QUOTE]

+1 to that. If you want it maxxed out, he will do that for you without doubt imo.

 

ya pretty sure they are the 8cm ones, just like the 18g's

Those specs are the most popular street single turbo setup on the turbo foresters.

759 on a 4.3L stroker @20 psi is pretty solid. 1000 hp at 29 psi would be more interesting though. Bet they never try it!

 

On a 4.3 liter at 20psi those turbos are probably close to done if not done.

 

I was just about to ask that...

 

I'm not so sure. As I previously noted with an edit to one of my above posts, the TD06 turbine is larger than the GT3076 turbine, and almost as large as the GT3582 turbine. Also, the compressor map shows that two of the 20G compressors will flow adequate air to achieve 900 whp. The only question that remains is whether the turbine inlet size of 8 cm^2 is adequate. That we won't know until someone actually tries to push the turbos to their limit. Worst case scenario someone could use a turbine housing with a larger turbine inlet area. I'm pretty confident that if somebody uses the 14 cm^2 or 16 cm^2 versions of the housings, they will definitely get to 900 whp. I'm not so sure about the 10 cm^2 housing, but it would certainly push more air than the 8 cm^2 housing. Nonetheless, as most of you know, as you increase the turbine inlet size, you delay the point at which the turbos spool up (i.e. they spool at a higher rpm).

 

we are doing the hta upgrade for a customer with his 18g's. sending the turbos off next week. will be ringing it out on the dyno once done. his setup is pretty much text book. sleeves, carillo rods, cp pistons, hks cams etc. will be posting up results also once we get everything done and on the dyno

 

What do u expect out of the HTA upgrade? Did u speak to forced performance about the HTA or was it the customer? I'm curious to know what someone thought of what they said about their HTA upgrade.