A certain turbo(T51r-spl) on a piston motor will usually make more power, then on a rotary motor.

 

I tried to make that as simple as I could.

Basically just plug in your temp and cfm into the two equations to get lbs/min. Thats all you need to know.



Unless you have a Thermo-Chem test coming up next week.

 

Well i think everyones idea of streetable is different. Some consider it out of comfortability, and some don't consider something non streetable unless **** starts breaking every 100 miles. So it might help if you specify your definition of streetable before asking questions on that subject. I am still new to the rotary world, so i haven't seen tons of setups yet. but just from your guys' memory... how many people are running t-66 or bigger on 13b's.

 

i got a buddy running a T-78 on a street ported 3rd gen, he made 443whp on pump gas tuned to 11.0 a/f. at 16 lbs. of boost i believe.



Loi

 

wow. my second post and its only because i had to take a break from learning to exercise my fingers. i am reading everylink and bit of info in this thread, because i just love to learn. although some of it is confusing, i will try my best. but i do have a great basic idea on how turbos intercoolers work. etc. keep the good stuff coming!

 

So how is CFM calculated at various RPMs form our engines?

 

OK here is my guess on changing Sizing to get a different response.( which we did with the T66) and seat of the pants feel no dyno yet ( with .96 it had 402whp 16psi).

Please tell me if I am heading in the wrong direction.

T72 is what I am looking at...

The turbine comes in several sizes and as mentioned in the thread earlier it is 200rpm more lag than the T66.

Like a bike front/ rear sprocket , auto pully system , tire to hub diameter etc.,

By taking the turbine down from a 1.15 or.96 to the much smaller .70 or .84 wouldnt the exhaust spool this much faster? Then due too the sizzing being the same on the compressor the CFM would come that much sooner to be more usable at lower RPM. Now of course I would give up 450 @16 PSI at 7,500 RPM but I should have 200 HP at a much lower RPM (streeable/ usable RPM) range.

More get up and go through out the range so not as to be so peaky and then have the shifting befor the you really enjoy the power surge.

I assume this could help wih the torque down low also for running harder earlier in the rpm.

 

Watch it with the "inducer" and "exducer" terms.

The terms literally mean...

inducer = inlet

exducer = outlet



For compressor side: inducer is the minor diameter; exducer is the major diameter.

For the *turbine* side, this is flipped around: inducer is the major diameter, and the exducer is the minor diameter.



Most people describe the compressor wheel with "inducer" and "major".



Just to cut down on the confusion, I typically use "minor" and "major" diameters.





-Ted

 

 

Yes, I think you would be going backwards. I speak from experience. I went

fro[m a 62-1 .96 ptrim and ran high 11s, to a t70 1.00qtrim and slowed down

until I sprayed. I had other issues that may have contributed, but I think

a t66 is about as perfect an all around turbo as they come. It has good spool,

and a huge sweet spot. It can run tons of boost- 35psi+ and be efficient.

I also toyed with a t76, hated it. The most fun my car was to drive was with

the 62-1. I want to try the 62-1 with a .81, someday. As for now, I am

setting up a pt67gtp from precision. It is a ported shroud 67mm wheel

with a ptrim .84 exhaust housing. I was going to do a t66, but the pt67

makes alot more low end torque[exducer on compressor smaller than

t66] and I plan on under 30psi. Sweet spot is 22-25psi. Basically, the

turbo acts like a big 62-1, hits hard down low but keeps pulling. Should

yield 500-600whp- we'll see.