xstalkrx

OK some people tell me one way...some tell me just the opposite.

I want to know if a t3 60 trim turbo can make 250 WHEEL hp on a 1995 GSR.
Here is the setup.

95 GSR at 8 PSI
t3 60 trim precision turbo
TIAL wastegate
Inline log manifold
spearco intercooler
3 inch downpipe
3 inch exhaust
3 inch CAT
bov
aftermarket clutch
450CC injectors WELL TUNED with VAFC


If I can make 250 wheel hp on a t3 60 trim then I would rather use the t3 than the t3/t4. The t3 would spool up much faster. However, if I cant make 250, I'll go with the hybrid. What you think?

JM Performance

two things. spool time has to do w/ the turbine, not the compressor. a t3/t4 should spool about the same as a t3 w/ the same turbine. secondly a t3 is gunna be way to small for a high revving gsr. you want a t04E...a 57 or 60

xstalkrx

ok that makes sense. Now then... i know there is a E and B trim and that the E trim has a bigger compressor. Sooo better to go with the E trim because of the bigger compressor?

dfoxengr

get a t3/4 and an FMU

xstalkrx

im not running an fmu I'll be running a more reliable VAFC. Sure, not as good as a hondata or ems but better than an FMU.

dfoxengr

even with the FMU u have to have something to adjust fuel curves (AFC)

and if you think FMUS arent reliable and cant make power, think again

xstalkrx

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybridvteceg &raquo;</TD></TR><TR><TD CLASS="quote">even with the FMU</TD></TR></TABLE>

but im not going to use an FMU.

dfoxengr

i was only suggesting you use one if you want to boost past 12psi

dfoxengr

and why do you say FMUs are bad?

xstalkrx

i didnt necessarily say they were bad...but an FMU and FPR setup basically just raises your fuel pressure per pound of boost. It just seems kind of band aid to me.

dfoxengr

ok talk to people with InlinePro built motors that run 22lbs on GSRs with the FMU AFC and 440s, on C16 with stock bottom ends and only retainers and springs up top. pushing 450 and running low 11s. then tapping 75 shot and hitting 10.80's. thanks.

but that sure is a band aid i think.
sorry i just love the simplicity

xstalkrx

Drew Peacock

I think most people dislike FMU's because of the high fuel pressures can cause injectors to fail without warning.

JM Performance

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by xstalkrx &raquo;</TD></TR><TR><TD CLASS="quote">Sooo better to go with the E trim because of the bigger compressor?</TD></TR></TABLE>

uh..no. more efficient is better. you pick a compressor based on efficiency and to do that you must plot out a compressor map.

Tofurky

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybridvteceg &raquo;</TD></TR><TR><TD CLASS="quote">ok talk to people with InlinePro built motors that run 22lbs on GSRs with the FMU AFC and 440s, on C16 with stock bottom ends and only retainers and springs up top. pushing 450 and running low 11s. then tapping 75 shot and hitting 10.80's. thanks.

but that sure is a band aid i think.
sorry i just love the simplicity</TD></TR></TABLE>

it still is a bandaid.


hell yeah inlinepro's car run a **** load of boost with fmu/afc successfully.... but then again they're running race gas.
but it seems that they're one of the few that have been able to get away with running that set up for more than a few months on a stock bottom end... i guess it's an east coast thing.

greekspeed

well i think the afc/fmu combo is very good for someone who just wants to 10-12 psi.... or keep under the 300 hp mark..

swlabhot

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybridvteceg &raquo;</TD></TR><TR><TD CLASS="quote">ok talk to people with InlinePro built motors that run 22lbs on GSRs with the FMU AFC and 440s, on C16 with stock bottom ends and only retainers and springs up top. pushing 450 and running low 11s. then tapping 75 shot and hitting 10.80's. thanks.

but that sure is a band aid i think.
sorry i just love the simplicity</TD></TR></TABLE>

Yes, but who can afford to run race gas ALL the time?? Also I wonder how long this setup will last

94mugenintegra

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">
95 GSR at 8 PSI
t3 60 trim precision turbo
TIAL wastegate
Inline log manifold
spearco intercooler
3 inch downpipe
3 inch exhaust
3 inch CAT
bov
aftermarket clutch
450CC injectors WELL TUNED with VAFC


If I can make 250 wheel hp on a t3 60 trim then I would rather use the t3 than the t3/t4. The t3 would spool up much faster. However, if I cant make 250, I'll go with the hybrid. What you think?</TD></TR></TABLE>

I dont think you will be able to get 250 from that setup without going Hondata, or Aem EMS. I would go the smaller turbo Hybrid t3t4 and save up for hondata, then internals. then you can go well over 250 whp.

AVATAR

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00SilverLS &raquo;</TD></TR><TR><TD CLASS="quote">two things. spool time has to do w/ the turbine, not the compressor. </TD></TR></TABLE>

So then why do two turbos with the same T3 .63A/R turbine but one has T04S compressor and one has the T04E compressor the T04S will spool later. Even when comparing 60 trim to the T04S' .70A/R. . . .

4U2NV

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by AVATAR &raquo;</TD></TR><TR><TD CLASS="quote">

So then why do two turbos with the same T3 .63A/R turbine but one has T04S compressor and one has the T04E compressor the T04S will spool later. Even when comparing 60 trim to the T04S' .70A/R. . . .</TD></TR></TABLE>


Yeah but the exhaust gas has to spin the turbine, thus spinnng the compressor... The .70 a/r has more area to fill with boost, thus taking it longer...??? ...

Sup Avatar... Holla at cha boi...!

dfoxengr

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ruckus138 &raquo;</TD></TR><TR><TD CLASS="quote">

it still is a bandaid.


hell yeah inlinepro's car run a **** load of boost with fmu/afc successfully.... but then again they're running race gas.
but it seems that they're one of the few that have been able to get away with running that set up for more than a few months on a stock bottom end... i guess it's an east coast thing.

</TD></TR></TABLE>
its actually a 50/50 c16/93 octane mix, and on the streets my friend runs 17lbs on 93. he's had the motor for about 1.5 years now no problems

xstalkrx

ya ive decided to save for the hondata...much finer tuning capabilities.

b16ahybrid

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GSRslowandswap &raquo;</TD></TR><TR><TD CLASS="quote">it's NEVER a GOOD thing to have that setup, i don't care if you are running a 14b w/5psi on a built b18....the facts are they suck. Too much failure rates, too many fuel delivery problems, too much ****. </TD></TR></TABLE>

If done responsibly they are a good way to get extra fuel. You have to remember vortec didn't invent the fmu, boost dependent fpr's have been around for years, people have been using them with great secess for years (back to the 80's).
As long as you are responsible with them, meaning use larger injectors and low rising rate, or keep the stock injectors and the boost below 5psi, they are a great tool. I have been using one for a little over 2 years now with no problems, fuel pressure is not a issue with my set-up, 80psi @ .65bar....within reason to me...I've even leaned it out a little using a sfc to get my air/fuel ratio to 12:1 +/- .2

How do they fail? Whats the failure rate of them? I'm looking for FACTS, and situation where they we not miss-used (i.e 12psi with stock injectors,etc). Fuel delivery probelms?? Like what? please provide some situations(examples) with this statement, back up your hypothesis with some facts. I'm anxious to hear all these horror stories that i'm sure you have.


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GSRslowandswap &raquo;</TD></TR><TR><TD CLASS="quote">....the facts are they suck. Too much failure rates, too many fuel delivery problems, too much ****. </TD></TR></TABLE>

greekspeed

ive been running 6.5 psi with just an fmu, and stock fuel setup for a year now and i have also never had any problems..

Full-Race Javier

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00SilverLS &raquo;</TD></TR><TR><TD CLASS="quote">two things. spool time has to do w/ the turbine, not the compressor. </TD></TR></TABLE>

not always, both sides need to be considered. for instance take the garrett GT2540 (other name?) its a 54mm T25 turbine wheel with a big 76mm T-04E compressor wheel, IIRC.....just a little bit of a mismatch! at my previous job i installed one on a 2G DSM (customers request). that thing had horrible response, even with the T25 turbine wheel.

edit:
btw, garrett rates the T3 60 trim 60mm comp wheel at a max of 35lb/min.