^^ I like

 

hmm, my headers are wrapped and my air filter is a lot further down because of my stage 3 return fuel. I don't think this is an issue for me.

I'll look at getting some type of shield above my filter to see if that changes anythin sasha. I doubt it will with my filter placement though.

 

I though the OP was tryin to do just that?

Have you thought about possible exhaust interference? JTran's twin scroll seemed to make very good power without the high AITs etc. His turbo placement is same position as is the pipping etc.

You piping might be the right length for resonance interference of the gas pulses. Separated twin scroll might fix all that.

 

The OP was shooting for 500whp, and I don't think a 67mm turbo would be maxed out at that power level. The 6265 .81, maybe.

At this point there is no evidence that would support this theory. Jeff (binder) had no issues making power (463whp@13psi) on that same dyno, but with headers. Nothing else was changed between the kits.


J-tran is not using stock headers either, with a turbo that is very much comparable to the 6765 in performance.

 

The only fact I refer to is the that numerous PL owners with headers and big A/R turbine housings are still power limited regardless of octane.

Hopefully Jeff can get his car fixed and back to the dyno to solve this mystery for good.

 

Yes, but PL uses a small turbine housing. A T3 1.06 a/r is still too small. I don't know how many people here need to put that turbo on a VQ only to come back here with a thread saying "PL not making 500whp" for others to relise that the turbo is just too small.

EBP tests with a T4 .68 turbine show that even at 460whp on a DD the turbine becomes the restriction. The T4 .68 is a bit larger than the T3 1.06.

So if anybody here wants to make 500whp go with a T4 .81 or T4 .96. It is that simple.

Also, all this 4 cylinder crap with a GT35R making 600whp is getting old. A 2.0L I4 can not be compared to a 3.5L V6.

 

Until someone actually does it, it doesnt seem that simple. Its simple on a I6, so its really perplexing why it not so straightforward on the V6. Thats why it will be so iinteresting when Jeff gets his car tuned fully bc he has about every supporting part you can buy on his car.

 

That car had OEM header, so again, it is not the same. I am confident that a 6765 T4 .81/.96 with headers will get there without a problem. The 67 billet wheel is rated to flow 90cfm, so the turbo/kit will not be the limiting factor.

 

Sasha, i think u meant 90 Lb/Min. which is about 1300cfm

 

Yes, yes I did. Thanks for the correction.

PTE rates the turbos is HP, where the first two numbers represent air flow in lb/min. So, if a turbo is rated to 680hp (62mm turbo) it means it will flow 68 lbs/min. This would make it comparable to the Garrett GT37R. The 6765 is rated at 900hp, so the flow is 90 lb/min, and would be in the GT42R ball park.

You may see different ratings out there, this is due to cast vs billet wheels. The billets flowing more of course.

Source: 2010 PTE catalog:

http://www.treadstoneperformance.com...install-33.pdf

 

i have my engine hoist ready to go.

quick diagnosis says just rod bearings and replace my heads and i should be good.

My Part 1 boards exam is march 18th and 19th so after that date my schedule will clear up a bunch. I'm hoping to have this back on the dyno and finished before I head to new zealand april 22nd.

 

Study hard Jeff - stay off the forums! LOL. Good luck.

BP, I think you're right on target with the headers. Velocity to minimize choking needs to be kept below Mach 0.4 and I do believe you are way over that shooting for 500 whp through those tiny stock pipes.

 

I agree, and there is something in the works to prove this. I am confident that the 67mm turbo (with 90lb/min of flow) can deliver some impressive results.

 

raj, i'm trying! I haven't been on for a while.

It's making me itch with my engine sitting in the garage just screaming at me. Right now i'm trying to refresh myself on pathology.....such a sucky subject

 

The car in the thread is my car. The car will be on its way back to Lexington in the next couple weeks. Trying to decide on headers now; I was thinking Momentum Performance or the Tomei Extreme Version 2. Anyone have any insight?

Jeff when are you planning on taking your car back down to Dynosty?

 

This is great news. Looking toward this project .

 

If i get my engine rebuilt in time then mid april. March is boards exam then late april is finals and then 2 days after finals i'm going to new zealand for 2 weeks for some residency interviews. If i can't get it all rebuilt by mid april then it will be after i'm back from new zealand. It will all depend on the machine shop.

also, i'm using cheap headers on mine and they were night and day size difference than oem. They are JVT, cost about 200$ and so far have lasted 2 years in the midwestern snow and ice without any cracks.

 

Tomei....

 

^ why? Maybe get a set a little cheaper used on ebay? At least momentum has shown some of the R&D that went into their design...

 

depends on youe budget megan racing or jvt is 200 and krafords or momentums are 1300.