tial turbine housings?
12-28-2012, 06:16 PM
#2
Honda-Tech Member
Re: tial turbine housings?
Get a real one. There are now copies are they are not the same quality.... As you can imagine.
Their quality is above all. Pricey, but worth it.
Their quality is above all. Pricey, but worth it.
12-28-2012, 07:57 PM
#3
Re: tial turbine housings?
The question was do the stainless tial housings offer diminished performance or reliability compared to the mild steel garrett housings...
but thanks though, as you can see in my build thread I use no counterfeit parts.
12-29-2012, 03:33 AM
#5
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Re: tial turbine housings?
Unless you already have a manifold for the TiAL housing don't bother... very few people offer manifolds and adapters from t3 to v-band dont exist... and the housings don't offer any performance advantage over standard housings.
12-29-2012, 10:56 AM
#6
Honda-Tech Member
Re: tial turbine housings?
There are lots of pros from their product.
12-29-2012, 03:37 PM
#7
Re: tial turbine housings?
Stainless steel deals with heat differently than mild steel housings, some say that stainless housings give characteristics of a larger AR with the same low end boost threshold. And Go Auto is making me a custom manifold for the housing so no problem sourcing a mani, and I agree with tepid1's last statement they look like they flow more symetrically. The main reason I want the TIAL housing is because it is much more low profile than the standard extended mild steel one by almost 2 inches (from back plate to exhaust outlet,) And its 33% lighter. Look at my build and you will see why i need low pro.
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12-29-2012, 03:42 PM
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Re: tial turbine housings?
Other than casting quality and different housing sizes that's it
Open volute vs divided doesn't apply here since they aren't offered in such a configuration by TiAL
Sorry but I'm not digging through the vastness of HT to find one thread... either
Iink us or stop telling us to look at it... and I don't need a thermodynamics lesson in the differences between steel, I'm well aware lol :p
Open volute vs divided doesn't apply here since they aren't offered in such a configuration by TiAL
Sorry but I'm not digging through the vastness of HT to find one thread... either
Iink us or stop telling us to look at it... and I don't need a thermodynamics lesson in the differences between steel, I'm well aware lol :p
12-30-2012, 05:21 AM
#12
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Re: tial turbine housings?
https://honda-tech.com/forums/honda-civic-del-sol-1992-2000-1/ej6-build-sir-turbo-2705824/
12-30-2012, 06:35 AM
#13
Honda-Tech Member
Re: tial turbine housings?
The Tial housings are stainless, more compact, dissipate heat faster and lighter. I myself see no downside to them outside of the obvious additional cost.
As for them working like a larger housing of the same size. IMO, that would be hard to say. What I have seen here (something similar) is a much larger center channel in the stainless housings that would make it seem as though it would do that. We use and mod a lot of BEP .55 a/r housings where the channel inside is twice as wide as some other .63 cast housings we have here. Whether the Tial housing is the same, I do not know.
I just put 2 and 2 together when I read further down and saw the build thread...your clearance issue is solvable without a manifold swap, its just a time consuming downpipe. Email us back.
As for them working like a larger housing of the same size. IMO, that would be hard to say. What I have seen here (something similar) is a much larger center channel in the stainless housings that would make it seem as though it would do that. We use and mod a lot of BEP .55 a/r housings where the channel inside is twice as wide as some other .63 cast housings we have here. Whether the Tial housing is the same, I do not know.
I just put 2 and 2 together when I read further down and saw the build thread...your clearance issue is solvable without a manifold swap, its just a time consuming downpipe. Email us back.
12-30-2012, 05:34 PM
#15
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Re: tial turbine housings?
I know how to operate the forum. I however see no need to look for a thread that you see the need to keep telling us to look at it...
If you want us to look so badly you supply the link
If you want us to look so badly you supply the link
01-01-2013, 03:49 PM
#17
Re: tial turbine housings?
When BEP designed the housing in 2004 to fit both the 4 bolt and 5 bolt 2.5" Garrett patterns, they decided to use the P-trim as their base and not the Stage 3 like you see in most .63A/R housings. (This is because on average, the Stage 3 exhaust wheel at the time was about 20% more expensive than the P-trim and O-trim wheels. And since DSMs were more their base back then, it only made sense to cast them with the larger exhaust wheel in mind)
With the larger exducer blade length, requires a larger volute, which is why they were so efficient for such a compact housing, as long as the compressor wheel wasn't beyond the 30% differential. So, its because of the exhaust exducer blade length that makes the .55A/R seemingly wider than the .63A/R of a stage 3 or o-trim. Find a .63A/R machined for a P-trim, and you'll see the same width.
01-02-2013, 10:49 AM
#18
Honda-Tech Member
Re: tial turbine housings?
Hey Greg.. I too sometimes utilize those housings as well on certain custom applications. The volute is larger because the smaller .55A/Rs are designed to use a P-trim exhaust wheel, in which the exducer blade is actually longer than used in the stage 5, O-trim or stage 3 exhaust wheels.
When BEP designed the housing in 2004 to fit both the 4 bolt and 5 bolt 2.5" Garrett patterns, they decided to use the P-trim as their base and not the Stage 3 like you see in most .63A/R housings. (This is because on average, the Stage 3 exhaust wheel at the time was about 20% more expensive than the P-trim and O-trim wheels. And since DSMs were more their base back then, it only made sense to cast them with the larger exhaust wheel in mind)
With the larger exducer blade length, requires a larger volute, which is why they were so efficient for such a compact housing, as long as the compressor wheel wasn't beyond the 30% differential. So, its because of the exhaust exducer blade length that makes the .55A/R seemingly wider than the .63A/R of a stage 3 or o-trim. Find a .63A/R machined for a P-trim, and you'll see the same width.
When BEP designed the housing in 2004 to fit both the 4 bolt and 5 bolt 2.5" Garrett patterns, they decided to use the P-trim as their base and not the Stage 3 like you see in most .63A/R housings. (This is because on average, the Stage 3 exhaust wheel at the time was about 20% more expensive than the P-trim and O-trim wheels. And since DSMs were more their base back then, it only made sense to cast them with the larger exhaust wheel in mind)
With the larger exducer blade length, requires a larger volute, which is why they were so efficient for such a compact housing, as long as the compressor wheel wasn't beyond the 30% differential. So, its because of the exhaust exducer blade length that makes the .55A/R seemingly wider than the .63A/R of a stage 3 or o-trim. Find a .63A/R machined for a P-trim, and you'll see the same width.
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