Confusion regarding T25, T3 and T4 turbine flanges
10-12-2009, 07:32 AM
#23
Based on its design, a log style manifold is going to be restrictive. Merely changing out the flange to a T3 flange is not going to miraculously change the log manifold itself. imo, with a log style manifold, there won't be any significant difference at all between the T25 and T3 flange.
On a header style manifold, OK, then the T3 flange makes sense.
Also, show me a VQ35 log style manifold that is made with a T3 flange. One may exist, but I have never seen one. If one does exist, it would be interesting to see how well it fits, as well as compare its performance to the GTM exhaust manifold.
Last edited by ttg35fort; 10-12-2009 at 07:34 AM.
10-12-2009, 05:43 PM
#26
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Incorrect. Sam at GTM recommends his turbo kits for big power, and they only come with T25 flanges. There are two builds underway right now using the GTM turbo kits, and both are shooting for over 1000 whp.
Based on its design, a log style manifold is going to be restrictive. Merely changing out the flange to a T3 flange is not going to miraculously change the log manifold itself. imo, with a log style manifold, there won't be any significant difference at all between the T25 and T3 flange.
On a header style manifold, OK, then the T3 flange makes sense.
Also, show me a VQ35 log style manifold that is made with a T3 flange. One may exist, but I have never seen one. If one does exist, it would be interesting to see how well it fits, as well as compare its performance to the GTM exhaust manifold.
Based on its design, a log style manifold is going to be restrictive. Merely changing out the flange to a T3 flange is not going to miraculously change the log manifold itself. imo, with a log style manifold, there won't be any significant difference at all between the T25 and T3 flange.
On a header style manifold, OK, then the T3 flange makes sense.
Also, show me a VQ35 log style manifold that is made with a T3 flange. One may exist, but I have never seen one. If one does exist, it would be interesting to see how well it fits, as well as compare its performance to the GTM exhaust manifold.
10-12-2009, 06:02 PM
#28
Does anyone know of a log style manifold for the VQ35 motor that is available with a T3 or a T4 flange. I don't know of any. If there is somebody who makes them, it would be interesting to compare their respective back pressures and/or performance on similar builds, as well as see how well they fit.
Last edited by ttg35fort; 10-12-2009 at 06:11 PM.
10-12-2009, 06:37 PM
#30
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imo the problem isn't the flange it's self but rather the housing options available. T25 is more than enough for just about everyone but there are 10 different styles of T3 housings for every T25 housing so it just let's you be more creative. Plus, I really wouldn't rock a 1000+whp kit on T25 housings. It's possible, just not the best setup.
10-13-2009, 03:14 AM
#31
imo the problem isn't the flange it's self but rather the housing options available. T25 is more than enough for just about everyone but there are 10 different styles of T3 housings for every T25 housing so it just let's you be more creative. Plus, I really wouldn't rock a 1000+whp kit on T25 housings. It's possible, just not the best setup.
Anyway, if you want to get up much past 1000 whp, perhaps stainless steel header style manifolds are the way to go. Again, with those manifolds a T3 or T4 flange makes more sense.
Last edited by ttg35fort; 10-13-2009 at 03:15 AM.
10-13-2009, 06:08 AM
#32
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If you are using a log style manifold, I don't know of any other choices for Garrett turbos other than a T25 flange. If someone makes a log style manifold for the VQ35 with a T3 flange, I have not seen it.
Anyway, if you want to get up much past 1000 whp, perhaps stainless steel header style manifolds are the way to go. Again, with those manifolds a T3 or T4 flange makes more sense.
Anyway, if you want to get up much past 1000 whp, perhaps stainless steel header style manifolds are the way to go. Again, with those manifolds a T3 or T4 flange makes more sense.
i have the kit i can take some pics of the manifolds.
Last edited by SmallTuner; 10-13-2009 at 06:09 AM.
10-13-2009, 10:44 AM
#35
ya all the current stuff is APS or APS knockoff manifold. all T25 or that weird 3 bolt Mitsu/Greddy stuff.
The catch 20 is that to go with a bigger housing, you have to go with low hanging turbos, which means oil sump pump, which is no good for non-stock height cars.
Thats why the single turbo market should be much bigger. Ya there's alot of distance between the exhaust manifold and the turbo, but for a big power hwy car, thats the way to roll. No one wants to make a kit though with a big 70+mm turbo though. Thats a smallish standard size single on a supra, yet we are using the same sized single as 2L Subys
The catch 20 is that to go with a bigger housing, you have to go with low hanging turbos, which means oil sump pump, which is no good for non-stock height cars.
Thats why the single turbo market should be much bigger. Ya there's alot of distance between the exhaust manifold and the turbo, but for a big power hwy car, thats the way to roll. No one wants to make a kit though with a big 70+mm turbo though. Thats a smallish standard size single on a supra, yet we are using the same sized single as 2L Subys
10-13-2009, 01:12 PM
#36
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ya all the current stuff is APS or APS knockoff manifold. all T25 or that weird 3 bolt Mitsu/Greddy stuff.
The catch 20 is that to go with a bigger housing, you have to go with low hanging turbos, which means oil sump pump, which is no good for non-stock height cars.
Thats why the single turbo market should be much bigger. Ya there's alot of distance between the exhaust manifold and the turbo, but for a big power hwy car, thats the way to roll. No one wants to make a kit though with a big 70+mm turbo though. Thats a smallish standard size single on a supra, yet we are using the same sized single as 2L Subys
The catch 20 is that to go with a bigger housing, you have to go with low hanging turbos, which means oil sump pump, which is no good for non-stock height cars.
Thats why the single turbo market should be much bigger. Ya there's alot of distance between the exhaust manifold and the turbo, but for a big power hwy car, thats the way to roll. No one wants to make a kit though with a big 70+mm turbo though. Thats a smallish standard size single on a supra, yet we are using the same sized single as 2L Subys
The reason the single market on the Z is not real strong is because ITS A V MOTOR. Its easier to do twins to obtain higher horspower. There isnt a lot of engine bay room and the pipe routing can get to be a PITA.
10-13-2009, 01:46 PM
#37
Yes, I should have read closer. Thanks for the heads up.
Did they stop making it because of fitment issues?
If they changed to a T25 flange from a T3 flange, I would hope they did some testing first. I wonder if they have data comparing the two?
Did they stop making it because of fitment issues?
If they changed to a T25 flange from a T3 flange, I would hope they did some testing first. I wonder if they have data comparing the two?
Last edited by ttg35fort; 10-13-2009 at 01:55 PM.
10-13-2009, 01:55 PM
#38
Why do you think a scavenge pump would not let you lower the car? You can route it just find and not be in danger of hitting it.
The reason the single market on the Z is not real strong is because ITS A V MOTOR. Its easier to do twins to obtain higher horspower. There isnt a lot of engine bay room and the pipe routing can get to be a PITA.
The reason the single market on the Z is not real strong is because ITS A V MOTOR. Its easier to do twins to obtain higher horspower. There isnt a lot of engine bay room and the pipe routing can get to be a PITA.
Last edited by ttg35fort; 10-13-2009 at 01:57 PM.
10-13-2009, 02:08 PM
#39
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Twin turbos with six cylinders also has a similar effect as twin-scroll single turbos, although combined smaller turbos are not usually as efficient with big pressure ratios as a single turbo.
10-13-2009, 02:12 PM
#40
