No it doesn't but since someone with your kit who drives it every day found that it was QUITE useable as a day to day driver I imagine its not far off from what you are providing. As a matter of fact i think he made mention that the power deliver although a little later was quite similar to his experience with your kit.

 

Not al all, I only commented on the boost curve that was posted/released by the company, it's in the public domain therefore can be commented on by all and sundry, that's the entire point of having a good forum for the Z community.

This is exactly the type of boost curve that I expected from a very large single turbo on a 3.5 litre engine (very slow boost rise in the low to mid rpm)................now I expect that the power, torque, and boost curves could be greatly improved by correct turbo and manifold matching, some forum members who are considering this single turbo approach may be interested in my comment/opinion, if you're not that's cool also.

Thanks

Peter

 

Hmm that will have to see... this is one of my points, let the kit go out on the street and stop assuming things...

 

Hey I don't know you but I respect all opinons... the fact that this kit is single Turbo in my opinion I believe that is not a direct compare to the TT kit... in the other hand I will run this kit with my Borla headers and I believe that the power curve will begin in lower rpms... what are you think?

 

Well from what I've seen I don't think headers will make any difference to the boost curve and in particular in the low to mid rpm range (well very little if any difference and possibly make the boost curve worse than now) as I believe there are 2 significant reasons for the poor/slow boost curve,

1) The tubine wheel and or tubine housing or both are too large for the engine capacity/size, 3.5 litres

2) The exhaust manifolding pre turbo is just far too long in length and with too many bends (this is the huge compromise that a manufacturer takes when he tries to retain all of the stock nissan manifolds to save tooling and production costs) therefore the gas flow (exhaust gas energy) takes too long to reach the turbine wheel and the result is a poor boost curve and power curve in the low to mid rpm range.

I'd suggest that you specify a smaller turbo and this way the car/engine will have much better response and averaged power across the useable rpm range in day to day driving, hope this helps.

When APS releases the Single Sidewinder Intercooled Dual ball bearing Turbo system you will then see it's possible to have a much broader Power and Torque range when you use much improved exhaust manifolding which retains more of the heat energy to drive the turbocharger.

Thanks

Peter

 

Are you saying you will be releasing a Single Sidewinder Intercooled Dual ball bearing Turbo system for the 350Z in addition to your TT kit? If yes, when is yout estimate of that being released?

Jeff

 

OK thanks for that but the other mods that I have like JWT cams, ect (see sig.) can help this kit in some way?... what size of turbo would you put in my set up?

 

Very interesting.

I too would like to see a dyno of a Turbonetics kit running on a built motor at ~20psi of boost. Man, this is like being a kid again with a fist full of shinny nickels in a candy store all over again... oh wait, im not that old.

 

Ok, nows its getting interesting.

 

tell me about it

 

Jeff this has always been APS's plan (that is to release a Single ball bearing intercooled turbo system) APS engineers did the prototyping engineering work over a year ago now, though I will start a new thread to chat about this exciting new product as to not pollute this thread with APS information.

Thanks

Peter

 

I'd recommend a Garrett ball bearing turbo with around 48 to 50 lbs per minute mass air flow.

Thanks

Peter

 

oops Murray now I'm in trouble.............I've let the cat out of the bag.

Peter

APS

 

Peter, I PM'ed you again.....Jeff

 

Regarding the Turbonetics kit,

I wonder how badly low compression pistons on this kit will affect spool up times?

And if you have low compression pistons with greater than standard boost... How many revs/rpm could it possibly take to reach those higher boost levels?


oops Murray now I'm in trouble.............I've let the cat out of the bag.

You have no idea .

 

So after all this time of bagging the single turbo kit saying that the only good solution for a turbo on a V6 was twins you are going to make your own....how interesting.

 

OK I will do my research and study this carefully!

 

...ok, I normally don't chime in too much, but I have been closely following all Tubtonetics related threads and I though I might point something out. First, everyone keeps saying how this single turbo kit is not optimal for day to day drive because of the increased (comapred to TT) lag time and because of the big turbo size. First of all, for "regular day to day" driving, which refers to lots of traffic and lots of stop and go, you don't really need any more than just the regula NA VQ engine. What are you going to rush into "boost" for just have to slam on your brakes before rear-ending someone. This is not a factory turbo car which depends on the turbo just to get a descent ammount of power/torque for regular driving. I could see this being the case on a factory turbo car with very small displacement and low compression, where when you upgrade to a massive turbo, the response at the bottom is anemic and sucks for regular driving. However, this is NOT the case for the 350Z. I don't even expect to be in boost for regular, low-speed driving.

Second, of course the TT cars will have a lesser lag time, that is one of the trade offs vs a larger single turbo. Keyword: TRADEOFF. The same reason people with factory TT cars such as Supras and RX-7s choose to upgrade to a larger single turbo, trading low end response for better response up top, and ultimately altogether faster times. Also, in the case of our car (350Z), the TT systems do not truly offer upgradeabillity in the sense of the turbo size because of the confined space. This, plus the difference in difficulty installation are advantages to the single turbo kit.

So you see, there are advantages either way. Finally, as far as the bends/length of the turbo-manifold-setup go, you can criticize it conceptually, but if it still produces the hp/torque numbers and comparable spool up time (which is supposed to be slower than two smaller turbos regardless), then how can you call it "inefficient"? Not optimal, perhaps, but not necessarily inneficient.
I know the TT kits available definately have their advantages, but they all also have disadvantages. This is no different for the Turbonetics kit. In the end, they all tailor to different tastes. I myself have my reasons for wanting a single turbo kit, and the Turbonetics kit definately appears to meet all of my needs. In the end, we just have to wait and see what times/numbers it puts out before we start labeling it as poor-quality/inefficient/slow/etc, because right now these terms are nothing but ASSUMPTIONS.

 

Very well put.

 

Not baggging just pointing out the engineering compromises with a single turbo on a V configuration engine and that's the reason you won't find a single turbo on any mass production V engine performance car on the planet in the 21st century.................no matter how well the single turbo is engineered the Twin Turbo will always be far superior in every aspect of performance.

Thanks

Peter