Nissan 370Z Forum - Boosted Performance single turbo build

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Wow... that's a work of art!

Yep.. looking good man ! Anxious for this to get finished and let the orders start rolling in !

Awesome :tup:

Thank you so much for this!

Hey Sasha, great progress, but I can't help but wondering if you are routing the turbo to IC pipe all the way across the front, why not consider just flipping the IC so the pipe goes into the IC on the passenger side instead? It would save a bit of piping.

Wow it's coming along very nicely! The 2.75" piping will be plenty of diameter to flow for a stock block, plus more. I can't wait to see what else you have in store.

Quote:

Originally Posted by theaudir8fan (Post 1647263)

There is just no opening to go through to the other side. The washer fluid tank takes up all the room. I did think about it a lot, and looked at the option as well. One would have to mess around with a lot of stuff on that side to make it work.

I is very simple to make the piping as well, so I am not worried abou it. It will also be very simple to install.

Quote:

Originally Posted by Boosted Performance (Post 1647268)

Oh i see, still loving your work :tup:
Also greddy's oil pan would be a great addition to the kit, it's better then having just a spacer.

If i had a manual G, I would be handing over the keys for you to put this kit on :D

Great to see you on here Sasha. I mentioned your great work on this forum 2 years ago. http://www.the370z.com/720536-post35.html People just laughed.... Now they know you're a miracle worker.

Quote:

Originally Posted by biggersNISMO (Post 1647382)

Great to see you on here Sasha. I mentioned your great work on this forum 2 years ago. http://www.the370z.com/720536-post35.html People just laughed.... Now they know you're a miracle worker.

Thanks, and yes, there are always skeptics, but that is mostly due to lack of knowledge/understanding of a complete system like this.

So far my customers are making more power with the mid mount on pump gas than any of the big guys (Powerlab, Turbonetics, APS, STS..ect) ever did. This is mainly due to the true T4 turbine housings, and billet cumpressor wheels. The turbo is closer to the headers than the top mount kits, but people don't see it...not to mention a much shorter down pipe.

I don't get this t4 turbine housing stuff :s

Quote:

Originally Posted by Boosted Performance (Post 1644219)

Don't get too excided, 370z will be more. There will be one extra wastegates, one extra BOV, one more intake (charge piping)...that alone is an extra $500 in parts, not to mention labor involved. This kit will also include an oil cooler..ect. Things add up in a hurry.

The exhaust piping is also much more complex with the twin scroll turbine housing vs open T4.

Gotta pay to play!

This kit looks great and your dedication to it as well, I mean, updates with this kind of information every day and pictures to go along with it after a long day of work in the shop?!?! :tiphat:

looking forward to future updates and the finished kit!

Quote:

Originally Posted by blackonorange (Post 1647809)

I don't get this t4 turbine housing stuff :s

I'll try to elaborate to the extent of knowledge.... (puts flame suit on)

T3, T4, T6... refers to the compressor size. Bigger the number, bigger it is but there are different dimensions entirely. Usually to reduce the lag, T3/T4 hybrid uses T3 hotside and T4 compressor so there can be expansion of some power due to T4 compressor and T3 hotside reduces lag to certain extent. It ultimately becomes limitation of the turbo in some cases...at same turbo rpm, the amount of gas T3 hotside will push will be smaller than that of true T4 thereby becoming the limitation. A/R ratio also works to determine the spool speed. Bigger the A/R later the turbo spools but if compressor size is different, same A/R does not mean same spool speed. So the compressor size and AR numbers work in conjunction to determine the spool speed per se.

It's still all arbitrary nomenclature of the size..... no exact dimension is set up.. what really matters is CFM...

Quote:

Originally Posted by sinceday1 (Post 1647943)

No...:)

It is much easier to link:

http://www.turbobygarrett.com/turbob...Tech%20101.pdf

http://www.turbobygarrett.com/turbob...Tech%20102.pdf

http://www.turbobygarrett.com/turbob...Tech%20103.pdf

To be more specific to the question:

Quote:

Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to
adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine
wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However,
a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of
the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to
"breathe" effectively at high RPM, adversely affecting peak engine power.
Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R
housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in
lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the
performance toward the desired powerband characteristic.
Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different
turbine housing A/R, it is often possible to determine the intended use of the system.
Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a
different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque
and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily
driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will
result in high backpressure, which can result in a loss of top end power. This type of engine performance is
desirable for street applications where the low speed boost response and transient conditions are more important
than top end power.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower,
while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will
continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will
also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of
Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high
engine speeds most of the time.

Quote:

Originally Posted by Boosted Performance (Post 1648064)

I should've exercised the art of linking :( lol

Look forward to seeing your completed project.