Where do these people come from? Am I too much of a smart ass? Or is this just ignorance at its worst.

http://pub76.ezboard.com/fzx23270frm22.showMessage?topicID=92.topic

That's some pretty good stuff! ROFLMAO:D

hahahaha!! Pansy Ass Nissan!! Pshh...you've got a pansy ass nissan..;) lol

Originally posted by unlucky
hahahaha!! Pansy Ass Nissan!! Pshh...you've got a pansy ass nissan..;) lol

YEah PANSY is the way to be.

HAHA...

"An Sr20 can push 400 hp too the wheels on Stock internals. Can you do that with your precious Ztec? I don't think so. Get off your soap box gimp. "


That just made me smile :)

People are out of control. What the hell do they know. I have wooped many a ZX-2. Damn ankle bighters I hate them!!

You said your wastegate line has a leak, correct?

If you had a leak, the wastegate would not open at the set 8psi, therefore you would be pushing more boost than what the wastegate is reading.

I may be wrong, but to me it just seems to be common sense.

What happened was the line going to the Boost controller had a hole in it, It was acting all funny I didn't know it at the time. So I turned it off to run off the Wastegate spring which is a .65 spring About 8 pounds.


Originally posted by Loe Lyf
You said your wastegate line has a leak, correct?

If you had a leak, the wastegate would not open at the set 8psi, therefore you would be pushing more boost than what the wastegate is reading.

I may be wrong, but to me it just seems to be common sense.

I just spent 1/2 hour reading that and loved every min. of it :D

Thanks for clarifying. Me and my friends were having arguments.

In other words, you bypassed the wastegate, correct?

Dude, your sig is out of control! Crop the white space at least! LOL :)

lol..I tried to subscribe to their board to get on and help ya PSSHHH...but it won't let me subscribe. What a moron! Compression ratio has no effect on exhaust gas velocity!?! WTF!? A higher compression engine will flow exhaust at a much higher rate! That's insane.... He still never mentioned a zx2 that could handle 24 psi of boost on stock internals..lol
Travis

Better Ben?!!:D

I know my sig was out of control, but I couldn't find a good editing program to make it just right.

Oh Well!

***Hey Mike,

It looks like you have been reading Mike Kojima's turbo theory atricle on SE-R.net. By the way, did you ever get a chance to check out Corky Bell's "Maximum Boost"?

Peace,
Jay Whitely
Tampa, FL



The TO4E is remarkably efficient, being able to maintain close to 78% efficiency from 10 to 20 psi of boost pressure. I think the Miata supercharger boys are exalted to declare around 60% efficiency at only 6-7psi of boost which I believe is a good comparison in the potential difference in power that this turbo is capable of producing over the supercharger. This means that the intake charge will be about 100 degrees cooler than the T25 even before it even hits the intercooler. The high efficiency also means it will take less shaft horsepower to turn the compressor wheel. This allows a relatively free-flowing turbine to be used because it will not have to recover as much energy from the exhaust stream to spin the shaft and compressor.

On a side note, the TO4E originally came from a big diesel truck motor and is a mid eighties design. The common TO4B was designed in the late 60’s. Thus the T04E has the benefit of being designed after at least ten years of fluid dynamic research which shows in its better performance.

The Exhaust side is a T3 Housing with a Air/Radius of .63
The Compressor side of the house is a T4 with a Air/Radius of .50 stage III Turbine

The T04E wheel makes a good amount of boost at 80,000 rpm, down quite a bit from the 250,000 the T-25 spins at. So even though the T04E is quite a bit bigger and heavier, it does not need to be spun up to such a high rpm to make big boost numbers. The big wheel also starts to move air at a much lower shaft speed so the boost onset rpm is kept low. Thus the lag will be kept reasonable even with big honkin reciprocating parts.
The lower shaft speed of the TO4E results in a more gentile handling of the air and thus less charge heating. A more technical explanation is that the super fast spinning T-25 has the compressor wheel tips traveling at near sonic speed. When the tips reach the speed of sound the air forms shock waves inside the compressor and the turbo stops pumping. Operating at conditions near this cavitation point are not so hot for efficiency which creates more charge heating.
The big gun turbo will start to produce boost by 2500 rpm, be impressive at 3500 and get scary at 4500 rpm! This is about 1000 to 1500 rpm later than the spool up point that is enjoyed by the ultra responsive turbos run by the T25,T28 crew but is still quite streetable. The power of the big gun will climb strongly until redline instead of surging hard to 5000 to 6000 rpm then falling off. The smaller turbos start to peter out in the 5000 to 6000 rpm zone because the backpressure starts to rise, leading to power robbing reversion.

Yes I loved Mike Ks turbo theory, But unfortunately I have yet to have been able to read Corky Bells Maximum Boost, though it is high on my prioritys list. I can't believe that jabrony said the T04e doesn't exist, I was like " WTF " . Remember Jay Im still in Italy so I need to order stuff like that in. But I do plan on it, I'm sure it will help me out extensively.

Originally posted by v8killer2001
***Hey Mike,

It looks like you have been reading Mike Kojima's turbo theory atricle on SE-R.net. By the way, did you ever get a chance to check out Corky Bell's "Maximum Boost"?

Peace,
Jay Whitely
Tampa, FL



The TO4E is remarkably efficient, being able to maintain close to 78% efficiency from 10 to 20 psi of boost pressure. I think the Miata supercharger boys are exalted to declare around 60% efficiency at only 6-7psi of boost which I believe is a good comparison in the potential difference in power that this turbo is capable of producing over the supercharger. This means that the intake charge will be about 100 degrees cooler than the T25 even before it even hits the intercooler. The high efficiency also means it will take less shaft horsepower to turn the compressor wheel. This allows a relatively free-flowing turbine to be used because it will not have to recover as much energy from the exhaust stream to spin the shaft and compressor.

On a side note, the TO4E originally came from a big diesel truck motor and is a mid eighties design. The common TO4B was designed in the late 60’s. Thus the T04E has the benefit of being designed after at least ten years of fluid dynamic research which shows in its better performance.

The Exhaust side is a T3 Housing with a Air/Radius of .63
The Compressor side of the house is a T4 with a Air/Radius of .50 stage III Turbine

The T04E wheel makes a good amount of boost at 80,000 rpm, down quite a bit from the 250,000 the T-25 spins at. So even though the T04E is quite a bit bigger and heavier, it does not need to be spun up to such a high rpm to make big boost numbers. The big wheel also starts to move air at a much lower shaft speed so the boost onset rpm is kept low. Thus the lag will be kept reasonable even with big honkin reciprocating parts.
The lower shaft speed of the TO4E results in a more gentile handling of the air and thus less charge heating. A more technical explanation is that the super fast spinning T-25 has the compressor wheel tips traveling at near sonic speed. When the tips reach the speed of sound the air forms shock waves inside the compressor and the turbo stops pumping. Operating at conditions near this cavitation point are not so hot for efficiency which creates more charge heating.
The big gun turbo will start to produce boost by 2500 rpm, be impressive at 3500 and get scary at 4500 rpm! This is about 1000 to 1500 rpm later than the spool up point that is enjoyed by the ultra responsive turbos run by the T25,T28 crew but is still quite streetable. The power of the big gun will climb strongly until redline instead of surging hard to 5000 to 6000 rpm then falling off. The smaller turbos start to peter out in the 5000 to 6000 rpm zone because the backpressure starts to rise, leading to power robbing reversion.

I have a T03 with a .63 A/R exhaust housing already. Can I get a cartridge with the the stage III .50 compressor wheel that will fit in the T03 housing? What size wheel do I need on the exhaust end? If I can do this, I won't have to take everything out and I can just swap the new cartridge in. I was going to get a ball bearing center section in standard T03 trim, but if I can do this, I'm sure it'll be a hell of a lot cheaper. Also, how much can this turbo flow?
Thanks
Travis

Yeah, those guys were idiots! Remember the question about high compression making less lag. The dude said that high compression does not help decrease lag at all because the exhaust gas velocity is not increased. Let us assume for a moment that this was correct. He is still missing two parts of the equation here.

A turbine is driven by 3 things:

1. heat
2. pressure
3. kinetic energy (exhaust gas flow)

Even if the velocity of the exhaust gas does not increase when raising the compression, the amount of heat and pressure produced does! This, in turn, spools the turbine faster, thus reducing lag.

Also, a ball and spring bleed valve or whatever that Focus guy was running will not help decrease lag. Only an electronic boost controller will act the way he is saying. An electronic controller will keep the wastegate closed up until the last second when the preset boost level is reached. Then, the solenoid in the controller will open up and allow the pressure signal to reach the wastegate actuator. Then, the wastegate opens and boost is limited to whatever you have set it at.

Anyways, feel free to post this reply in that forum to shut those guys up.

Peace,

Thank you Jay.

Originally posted by v8killer2001
Yeah, those guys were idiots! Remember the question about high compression making less lag. The dude said that high compression does not help decrease lag at all because the exhaust gas velocity is not increased. Let us assume for a moment that this was correct. He is still missing two parts of the equation here.

A turbine is driven by 3 things:

1. heat
2. pressure
3. kinetic energy (exhaust gas flow)

Even if the velocity of the exhaust gas does not increase when raising the compression, the amount of heat and pressure produced does! This, in turn, spools the turbine faster, thus reducing lag.

Also, a ball and spring bleed valve or whatever that Focus guy was running will not help decrease lag. Only an electronic boost controller will act the way he is saying. An electronic controller will keep the wastegate closed up until the last second when the preset boost level is reached. Then, the solenoid in the controller will open up and allow the pressure signal to reach the wastegate actuator. Then, the wastegate opens and boost is limited to whatever you have set it at.

Anyways, feel free to post this reply in that forum to shut those guys up.

Peace,

What great reading on a Slow Sunday Day at work. I will give it to them that teh 2.3 is a Great motor and can handle some serious horsepower. I dont know crap about ZTEC except they tried their best to make it sound like VTEC. (what a marketing scheem)

On a side note from what I have seen a Ball and spring will actually help spoolup. A simple bleeder will not help with spoolup though. Granted it is nowhere near the spoolup of a electronic, but better than stock.

I love the comments that compression does not help spoolup, its like saying NOS wont help spoolup :D I also like how they said a SR20 wont handle more than 8lb of boost. My POS :D motor can handle 20lb of boost if I want to. Some have gone to 28 for strip duty.

I love ignorant people. :D

Unlucky where in New Orleans are you....???
I thought I knew all the sr20 powred cars out here...
get in touch with me or turbomiata sometime,also we can help out on the turbo parts......
here is my cell# Andy 858-011
and Turbomiata's (Danny) 460-8616

Im intrested in seeing your car.... btw there are 2 other turbo SR20's besides out here a b12 (hybrid) and a classic with a DET....