If you have engine management you can run around 10psi+ I ran at 8 psi with a greddy kit on the blue box with stock injectors for almost 3 months. I believe most put down around 145whp at 5.5 psi. 10-12 psi might get you around 200whp, but that's just a guess..

 

would u think a stock d16z6 would handle up to 200whp and still can be a daily car

 

we put down 215whp on a d16z6 with a t3/t4e .48 with the 50 trim. Everyday driver running the hack.

 

I'm going with a descent size t3/t4 for my built z6 project. I'm hoping to run 15psi daily and go for 22 or so on race gas. Should be intersting to say the least. Forged internals and a STR Blockguard im hoping will keep my motor together!

 

HOW MUCH PSI SPIKE

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TurbodCX &raquo;</TD></TR><TR><TD CLASS="quote">Hell yeah you can use the .63 exhaust!!

i a using a .60 trim compressor with a .63 exhaust side and i love the power band, pulls really hard up top!!! roll ons are insane.

Brian</TD></TR></TABLE>


Sweet Im finishing my setup this weekend and i've got that same damn turbo! W/A mccord powerplate. I can't wait to get the thing on a dyno and see how much I can make on 10psi.

 

im hitting 13.5 103 mph with slicks with this very turbo i love it so much wouldn't trade it for anything.

 

Glad to hear all the .63 fans... I have a 60-trim/.63 garrett waiting for after I get the car "broke in" on the TD04L-13G.

Another good thing about the 50/60 trim .63 garretts is that if you are limited to a set psi ( via AFC-hack or Ghettodyne ) as I am, then you want as much power/cfm at 10-11-12psi as you can get.

My honda will never have a "big money" fuel manigament system, so low boost high CFM turbos are my only choices.

I'm glad to hear also that the lowered compression car with the .63 aren't going insane with lag either, since I'm running 8.4/1

 

i had a .63 t3/t4 on my d15 and it did reach full boost till like 5500 rpm. Once it got there it pulled good, it just took too long.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hybrid &raquo;</TD></TR><TR><TD CLASS="quote">
I have a local guy that i have tuned T-Sochtec, runs a 50 trim with a .63a/r housing and gets full boost by 3.5K on a stock internal d-series. We had issues keeping the IC piping on, but on the dyno we were already making 230whp on 10psi by 5.5K, with a trailing 200ft-lb of torque that low. We didnt make any clean passes, but at the planned redline of 7.5K he would have been up to 240-250whp level. I have several witnesses from this board that were there to see the runs, I only wish i would have saved a copy of the graphs. The powerband isnt laggy, 100% usable and alot of fun for a daily driver. The reason you dont see 300whp d-series out there on pump gas is due to everyone running small turbos, and small exhaust housings. I have heard that the .82a/r housing is to large for a street driven b-series, which couldnt be further from the truth. Itr206 and DC2r714 made the switch from the .63-&gt;.82a/r and .48a/r-&gt;.82a/r housings and actually are making boost at the same rpm points but with 30-40whp more on top at the same psi level. The point is that the d-series can utilize the .63a/r housing with 100% drivability.</TD></TR></TABLE>

Sorry to change the subject a bit, but how is t-sohctec doing? The last i heard from him was that he had installed my hybrid piston/rod package and was making a lot of power.. but i haven't heard from him in a very long time now..

If t-sohctec followed my advice, his engine should have been running at about ~8.2:1 C/R.. this can also be another big factor in affecting the spool-up times..

I ran an IHI RHF-5 ballbearing turbo on my D16Y8 turbo setup, and i had full boost at around 3500 (that's 1.2 bar) - and i was running 8.2:1 C/R.. that pulled hard the whole way to 7k.