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TR3030R GSR, now with 512whp!

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Old 10-20-2011, 04:33 PM   #1
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Default TR3030R GSR, now with 512whp!

6/15/2017: Latest update. Switched from S300 to Infinity. I realize it isn't cheap but "If you have the means I highly recommend picking 1 up" Even on the base calibration my tuner put together for me to drive to get tuned the car idled and ran smoother. Car ended up loosing 7 hp and picking up 5 ft/lb in the mid range, on 93 with temps in the upper 80s and humidity around 70%. The car was consistent and would do pull after pull in in the low 520/390 range in the heat soaked dyno room. The mid range increase is down to the fact that the car finally has an integrated knock setup which allowed the tuner to be a little more aggressive with the timing and I'm sure 530+ and 400 ft/lb+ is possible on a cooler/ less humid day. It definitely feels like it has better response in the mid range and feels like it has more torque, if such a thing can be said for a B18C1.

So here is the latest plot:



Here is a comparison between the timing the car was running with S300 (starting point yesterday) and the timing advancement with Infinity. Please note the 529/386 pull just below was done in early Dec with temps in the upper 70s and humidity under 50%. So comparing the results between that pull and the one above is flawed.



Another nice thing about using Infinity is can bus gauges. Boy are they nice. I never want to deal with any other gauges again, if possible.



Each 1 has 12 different programmable screens (can display any data that Infinity reads), can be set up with a separate shift point for each gear, and will display a warning screen for low oil/fuel psi, high ECT/oil temp, lean conditions and knock.

12/2/2015: The head gasket blew in February 2015 and I decided to go back to the Skunk2 Tuner 1 Cams because the car was not running right. Since then I have realized the cam timing is off slightly from the crank timing due to head being shaved and the block decked. This was probably the reason the GSC cams ran so poorly. If I ever go back to the GSC cams I will degree them before setting them at 0,0.

The turbo is still a TR3030R from STC/Shodan but it has been upgraded from Mark I version to Mark III The latest numbers/plot are posted below. There were some slight adjustments to fuel and ignition timing made. The only other difference was the E cutout was open for the 484/370 pull and closed for the 529/387 pull. In the past we have seen roughly 10 to 15 hp increase in peak power and slightly faster ramp up in power/boost with the cutout open. In case anyone wonders this was on 93 octane, as always.




Link to video


10/3/2014: Got GSC cams in and after some drama (see page 7) got the car on the dyno. These cams love timing. We couldn't figure out why we weren't making any power then tried adding a bit of timing and they just kept wanting more. The car would probably make power to 9K now. It was still pulling hard when we left off at 8500. 500 on pump was the ultimate goal and we made it.

Here is the latest plot: Boost peaked at 24psi then tailed off to 22-23 psi. Air temp in the dyno room was 91F. The last time air temp in the room was around 75F.


Here is the vid:
https://www.facebook.com/video.php?v=715120128575725
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3/4/2014: Cleaned up the tune yesterday after redoing the whole suspension and putting in the rebuilt trans. Best pull was at 22 psi but boost was dropping 1-2 psi in high rpms. The wastegate spring is .5 bar and it just can't hold. I don't foresee me going with a higher spring since I have boost by gear setup nicely. I can use 100% throttle in 2nd at 10-11 psi. If I increase the spring pressure I will lose some of the control I have in 2nd. Was nice to see the 22 ft/lb increase. It's time to stop dicking around with the Skunk2 cams and switch to GSC.

Here is the plot



Here is vid:
https://www.facebook.com/photo.php?v=612068325547573
FWIW a couple things I would like to add now that I have had some time to go over the old and new plots. Boost is def coming on harder. I have the Hondata Quick Spool set up and it made a difference. I think that is where a lot of my torque increase is coming from. peak torque occurs at similar psi (both about 20 psi) but the boost is building earlier. With the dyno plot being speed based and the power/torque on different scales it makes it a bit harder to see some of the interesting facts.

Based on my 4th gear/diff ratios and tire size/speed I figured the following:
Torque > 300 ft/lb around 4700 rpm through end of pull (right around 8500 rpm)
- For comparison 300 ft/lb was not reached until almost 5400 rpm (that equates to an increase of 66 ft/lb at 5400 rpm) over the 3/26/2013 pull
Torque > 325 ft/lb around 4800 through 6600 rpm
Torque > 350 ft/lb around 5100 rpm through 6000 rpm
Peak torque is about 5400 rpm
- Previously peak torque was around 6000 rpm (again from the 3/26/2013 pull)

Whp > 400 around 5300 rpm and whp > 450 around 6600
- whp above 400 is around 6100 rpm on the 3/26/2013 pull. Again this is due to boost coming in earlier. Both the 3/4/2014 and the 3/25/2013 pulls reach 400 whp around 20 psi it just happens 800 rpm earlier with the quick spool set up.

---------------------------------------------------------------------------------------------------------------------------------------------------------------------------
3/26/2013: 470/344 19-20 psi on pump with E-cutout open.

Here is the plot:



Dyno pull: http://www.facebook.com/photo.php?v=567236249964085https://www.facebook.com/NationalSpeed
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Oct 2011: Newly built GSR block from Mike Laskey. I was looking for reasonable power (400whp) with good driveability but also good reliability with AC. I had a Nuekin Ramhorn Manifold, SC34, 3 inch DP and a few other small changes from the setup below. Anyway, the SC34 was not making power. I wasn't able to make more than 331 at the wheels with it. Tuner thought the turbo was holding me back, but I wasn't sure. Turns out my battery was going bad but I didn't figure that out until I bought the TR3030R form Shodan. A GT3076 was suggested to me but I asked Shodan what he thought. He suggested the TR3030R. After he told me about it I was hooked. He even let me use his special color! Thanks again, Mac!

Took me longer than I wanted to get the new setup running. Getting the Vband Full Race AC compatible DP was an issue, and then I had to wait for coatings along with other issues. Finally got it on the dyno in late July, but was having boost control issue with Hondata. Once I got that sorted we started making power.

Here's the setup (as of 6/15/2017):
Benson sleeved block
Benson balanced and micropolished crank
CP pistons and rings (9.25:1 compression, 83mm bore, 87mm stroke)
Pauter rods
ACL bearings
OEM (TypeR) oil pump
Blueprinted assembly
ATI Damper
ARP Head Studs
SuperTech SS Valves
SuperTech dual springs/Ti retainers
3 angle valve job
Skunk2 Tuner 1 cams
TR3030R Turbo/.63 A/R (Mark III)
Precision 600 hp intercooler
Al charge piping: 2 hot / 2.5 cold
Full Race AC Manifold
Tial MV-R 44mm wastegate (.7 bar spring)
3 inch Vband DP with closed loop dump
3 inch Thermal Turbo Exhaust
Race Ready Performance E-cutout
Manifold/DP/turbine housing coated by Swain Tech
Skunk2 Pro Series Intake Manifold
Stock TB bored to 64mm
Tial 50mm BOV
Injector Dynamics 1000cc injectors
Walbro 400lph fuel pump
Aeromotive FPR
BKR7ES-11 gap set to 0.018
Hondata COP Stock ignition with NGK Blue wires
Hondata S300 AEM Infintiy 8h
Hondata 4 Bar map sensor
Hondata Traction Control TC handled by Infinity
AEM Uego wideband O2
AEM 4 Channel amplifier with individual cylinder EGT displayed/logged in Hondata
Oil cooler
ACT 6 puck sprung race disc)
ACT Streetlite Flywheel
Quaife Diff


The green plot was cams at 0/0 the red is with cams adjusted. At some places we picked up around 60whp with cam tuning. As for the tune it is not an agressive tune, in fact it is on the conservative side since I daily drive the car. I think the small loss in power between 4k and 5k is mostly due to the addition of fuel as boost comes on. I was hitting the lean cut in second gear as boost came on after we did the first tuning session, so the tuner added more fuel early.

This turbo is amazing. When we were done the tuner plotted a similar setup GSR motor with a GT3076R. The TR3030R made significantly more power early. Peak numbers cannot be compared because the GT3076R setup was running at 26psi...though I believe the TR3030R was within 20 whp or so at 7 less psi.

Here's a video of the green plot pull.
http://www.youtube.com/watch?v=ku5Wx86H5Ms&feature=youtu.be





7/27/2010, previous turbo: SC34.



Main difference between the setups was no e-cutout and bad battery. I don't think the battery was affecting the spool, I think it impacted peak numbers. At higher boost we thought the turbo was choking up, we closed the gap to .022 I think. I now wonder if the battery was weak and spark was being blown out at higher revs.







Last edited by 1158; 06-30-2017 at 11:49 AM. Reason: added some info
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Old 10-20-2011, 06:38 PM   #2
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Default Re: TR3030R GSR, Thanks Shodan!

awesome bro setup looks super clean :-)
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Old 10-20-2011, 07:24 PM   #3
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Default Re: TR3030R GSR, Thanks Shodan!

Another satisfied customer!!!! Good numbers. U cant go wrong with Mac.
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Old 10-20-2011, 07:27 PM   #4
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Default Re: TR3030R GSR, Thanks Shodan!

Great setup .
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Old 10-20-2011, 07:30 PM   #5
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Default Re: TR3030R GSR, Thanks Shodan!

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Another satisfied customer!!!! Good numbers. U cant go wrong with Mac.

Heck no. I've wanted one of Mac's turbos for a while. I knew if I was going to get a new turbo, I was going to redo my whole setup, so it was a matter of waiting for fundage.

Speaking of which, I have enough spare parts for an entire 300-350 whp Integra turbo setup (with AC). I'll make a post in the classifieds this weekend, keep your eyes open.
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Old 10-21-2011, 12:38 AM   #6
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Default Re: TR3030R GSR, Thanks Shodan!

Mac's a legend, the quality of his work is just mind blowing. His customer service is excellent to, when ever i've had a question he's got straight back to me.
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Old 10-21-2011, 12:00 PM   #7
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Default Re: TR3030R GSR, Thanks Shodan!

Maybe Mac can post the differences of the TR3030R vs the 3076. My 3076-13 (60 trim, .82 AR) plot looks just like yours.

Both hit 200ft-lbs at 4300 rpm exactly
Both have torque peaks at 6000rpm

What bore and stroke is your engine?
And where did you end up on the cam timing?
*Edit: Just noticed you have 4 chan EGT, well done. Did you log all 4 channels?
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Old 10-21-2011, 12:58 PM   #8
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Default Re: TR3030R GSR, Thanks Shodan!

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Originally Posted by Muckman View Post
Maybe Mac can post the differences of the TR3030R vs the 3076. My 3076-13 (60 trim, .82 AR) plot looks just like yours.

Both hit 200ft-lbs at 4300 rpm exactly
Both have torque peaks at 6000rpm

What bore and stroke is your engine?
And where did you end up on the cam timing?
*Edit: Just noticed you have 4 chan EGT, well done. Did you log all 4 channels?
But at what boost pressure were you using as the comparison?

I had a feeling that you'd be here. He's showing the differences between his standard GT3076R and the TR3030R. However, you're one of the only people left that have a 60 trim GT3076R and not the standard 56 trim, so it gets tough to equally "compare". Unless you have your plot of the same boost pressure vs. a TR3030R on your setup, its hard to do any comparison.
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Old 10-21-2011, 01:27 PM   #9
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Default Re: TR3030R GSR, Thanks Shodan!

Haha of course I’d be here, I love GT30s and all its variants!

My 2010/2011 low and high boost plots had the same points above which is why I didn’t mention psi because I was only looking at the curve. I’m trying to figure out if the TR3030R is similar to the -13.

I have a 425hp dyno graph from 2008 when I was on pump gas that would be a better comparison than my 505hp E85 setup now. But at the time I had a lousy bleed type mbc so the spool was horrible compared the OP and my current EBC setup. Therefor I can't compare the spool but we can compare peak torque.

At 6000rpm the OP makes 342ft-lbs @ 19psi
At 6000rpm on my 2008 pump gas tune I made 300ft-lbs at 17psi.

I was making about 10.3ft-lbs per psi so rough calculation at 19psi I would have made about 320ft-lbs. So he has a good 22ft-lbs above my 3076-13 at the same (corrected) psi but he also has betters cams (ITR vs. Tuner1).
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Old 10-21-2011, 01:46 PM   #10
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Default Re: TR3030R GSR, Thanks Shodan!

Quote:
Originally Posted by Muckman View Post
Maybe Mac can post the differences of the TR3030R vs the 3076. My 3076-13 (60 trim, .82 AR) plot looks just like yours.

Both hit 200ft-lbs at 4300 rpm exactly
Both have torque peaks at 6000rpm

What bore and stroke is your engine?
And where did you end up on the cam timing?
*Edit: Just noticed you have 4 chan EGT, well done. Did you log all 4 channels?
Muck,

I updated my first post to add the bore/stroke.

Interestingly enough the cam timing is -2/-2. I was expecting to see the cams advanced.

I have the 4 EGT setup, but am having trouble getting the data to display properly (numbers are not right). I'm using the PLX data logger but the output is not right. I'm trying to figure out what the issue is, but haven't yet. I'm to the point where I'm going to have to rewire everything. Once I get it right I will be able to data log.
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Old 10-21-2011, 05:08 PM   #11
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Default Re: TR3030R GSR, Thanks Shodan!

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Haha of course Id be here, I love GT30s and all its variants!
Im trying to figure out if the TR3030R is similar to the -13.
We really tried to avoid that when making this. Which is why even though the exducer is larger (creating a larger trim, but not like your -13), the change in splitter blade design is what differentiates response characteristics.
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Old 10-22-2011, 12:27 AM   #12
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Default Re: TR3030R GSR, Thanks Shodan!

awesome stuff. If I do another setup, id love to get my hands on one of these or go all out with a full ball bearing reaper.

I was very satisfied with my reaper, though I didnt push it further into its efficiency range.
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Old 10-22-2011, 07:12 PM   #13
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Default Re: TR3030R GSR, Thanks Shodan!

great stuff exactly the setup i was looking for. Cant wait to get the TR3030r on my setup.
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Old 10-24-2011, 01:17 PM   #14
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Default Re: TR3030R GSR, Thanks Shodan!

It couldn't be a GT30R ramhorn AC thread if I wasn't asking about the intake. I can't tell from the pic how that 4" intake is constructed. I see you are running a push fan vs a pull. Not much room for a pull fan (I can only fit a SPAL slim 10" fan with a 4" alum intake/filter).

What push fan is that and how are ECTs in 90F+ with the AC on? Did the push fan fit pretty easy on the condenser? I'm thinking about going that route over the winter.

I found another thread where it was stated the TR3030R flows 56lb/min with quicker spool vs 53lb/min (gt3076R) . How much is this turbo and where do you get one? How would you compare it to the GTX3076R which I think flows closer to 65lb/min.

I picked up around 45whp with -2 on the exhaust cam of my tuner1s. +1 on the intake kinda shifted the curve but didn't make any more power so we set it back to 0.

Last edited by sp00led; 10-24-2011 at 01:44 PM.
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Old 10-24-2011, 01:37 PM   #15
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It couldn't be a GT30R ramhorn AC thread if I wasn't asking about the intake. I can't tell from the pic how that 4" intake is constructed. I see you are running a push fan vs a pull. Not much room for a pull fan (I can only fit a SPAL slim 10" fan with a 4" alum intake/filter).

What push fan is that and how are ECTs in 90F+ with the AC on? Did the push fan fit pretty easy on the condenser? I'm thinking about going that route over the winter.

I found another thread where it was stated the TR3030R flows 56lb/min with quicker spool vs 53lb/min (gt3076R) . How much is this turbo and where do you get one? How would you compare it to the GTX3076R which I think flows closer to 65lb/min.

I picked up a lot of power with -2 on the exhaust cam of my tuner1s. +1 on the intake kinda shifted the curve but didn't make any more power so we set it back to 0.
mmm. Tough to say, I hear that question all the time. Even the Garrett Master Dist. aren't sure about that 65lbs/min map. Some of the pros just aren't sure yet. Comparing the GTX3076R to the TR3030R is like comparing Washington Apples to Machintosh Apples; its more of question of taste.... Do you want the torque to come in at one point vs, the other? Or is more of an upper band more your speed?

Only time will tell for a true test comparison between the two as the only ones done so far were on a couple of Subaru Time Attack cars.
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Old 10-24-2011, 01:55 PM   #16
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Default Re: TR3030R GSR, Thanks Shodan!

Gotcha, in that case has the OP noticed any difference in traction since it would seem the power is coming in a little different now? I can't pinpoint the exact cause but I couldn't hook crap on my first setup but after swapping and tuning the cams I was able to hook much better.

Currently when the streets are warm I can hook 350whp/2nd, 500whp/3rd, and 550whp/4th. I've been on the same 205/40/17 Toyo T1R tires for both tunes. I swear it's related to what feels like slower spool.
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Old 10-24-2011, 02:01 PM   #17
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Default Re: TR3030R GSR, Thanks Shodan!

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Gotcha, in that case has the OP noticed any difference in traction since it would seem the power is coming in a little different now? I can't pinpoint the exact cause but I couldn't hook crap on my first setup but after swapping and tuning the cams I was able to hook much better.

Currently when the streets are warm I can hook 350whp/2nd, 500whp/3rd, and 550whp/4th. I've been on the same tires for both tunes. I swear it's related to what feels like slower spool.
He may not be driving the car worrying about "hooking" by throwing it into all gears in that manner. Most that get these are road racing and don't subject their chassis to that kind of torture on the street.

But I'm sure he'll comment as to whether or not he actually does it.
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Old 10-24-2011, 02:16 PM   #18
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Default Re: TR3030R GSR, Thanks Shodan!

When I built my car the plan was for a DD that could also do a few weekend HPDEs at Barbers/Road Atlanta. I've got a setrab oil cooler (which granted it doesn't get the best airflow on a usdm teg bumper) and PWR civic radiator (half sized like OPs). Now I question the cars ability to handle ECTs and oil temps on a 20min beat session in 90F+ ambient.

Traction was the best mod my car ever got. The wait for it.... 5k oh **** rev limiter gets old quick.

Good to see a fellow built GSR 30R on here.
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Old 10-24-2011, 02:33 PM   #19
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When I built my car the plan was for a DD that could also do a few weekend HPDEs at Barbers/Road Atlanta. I've got a setrab oil cooler (which granted it doesn't get the best airflow on a usdm teg bumper) and PWR civic radiator (half sized like OPs). Now I question the cars ability to handle ECTs and oil temps on a 20min beat session in 90F+ ambient.

Traction was the best mod my car ever got. The wait for it.... 5k oh **** rev limiter gets old quick.

Good to see a fellow built GSR 30R on here.
Traction comes in many forms for HPDE. Tire choice, suspension, gearing, and Limited Slip differential type. the way you described your experience seemed to come from a "straight line" perspective. If you're experiencing what you stated with your HPDE events, it might be time to turn the boost down, analyze your driving style, and take a look at your suspension/tire/LSD platform. You'd be surprised how much better your times get when you run less boost instead of more on many tracks.

But yes, I love GT30R-based Honda platforms.
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Old 10-24-2011, 04:19 PM   #20
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Default Re: TR3030R GSR, Thanks Shodan!

I'm in the middle of reworking my intake setup. I can tell you right now I have it pulling air from behind the rad and it doesn't take long for the filter to get heat soaked.

My old intake setup (when I did the 421 pull) was a 2 3/4 in pipe coming from inside the pass fender to the turbo. On my way home that day the car was at full temp and it was in the mid 80s outside. My intake temps when I got home were 115 to 120 (after cruising through my development, about a mile or so, and into the garage). The other day I drove home from work (20 min) and it was cooler out, upper 60s to lower 70s. By the time I got into the garage my temps were 120 to 125.

I'm working on a solution, but it will require me reworking my upper charge pipe and moving the coolant overflow.

I'm still working on getting traction. I currently have Yokohama S drives (205/45/17) on the car. So traction is an issue. I'm working on setting up the boost by gear, but to really be able to put the power down I'm going to have to get stickier tires. I do have Hancook Ventus R-S2s on 16 inch wheels but haven't put those wheels on the car yet. Those will be better, but I've been considering the Toyo T1-Rs.

For the fan I'm using a 13 inch Spal I picked up from the FanMan. It sounds like a turbine engine.
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Old 10-24-2011, 04:54 PM   #21
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Default Re: TR3030R GSR, Thanks Shodan!

I am probably one of the few guys who don't care much about spool times on a dyno graph... Whevener it comes to turbos with a specific purpose, the dyno can't illustrate those important characteristics. There are so many things that help spool on a dyno graph which will do the complete opposite on the streets or at a circuit.

I have had so many turbos on one car with identical everything else (same motor, cams, manifold, etc..). Over the years, I've managed to shuffle all my turbos (about different 6 turbos + different A/R housings) into all 5 of my cars. That is over 60 turbo/motor/hsg combinations with nothing else changed except for the turbo. Over time, I have obtained so much info of the differences. Response, recovery, and ease of tuning (on the tuner's perspective).

Shodan's turbo was made to go way beyond a dyno graph. So unfortunately, such result can only be enjoyed by the owner of the car, and there is only so much that can be put into words. Great to see the OP 1158 gets a chance to feel the difference.

A video will help, of the car driving.. Kind of what I did quite a while ago with turbo/ITB/high compression, etc.... Many don't understand what I was trying to accomplish until they see the car drive
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Old 10-24-2011, 04:56 PM   #22
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Default Re: TR3030R GSR, Thanks Shodan!

Try Nitto Neogens or Toyo R888
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Old 10-24-2011, 05:30 PM   #23
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I am probably one of the few guys who don't care much about spool times on a dyno graph... Whevener it comes to turbos with a specific purpose, the dyno can't illustrate those important characteristics. There are so many things that help spool on a dyno graph which will do the complete opposite on the streets or at a circuit.

I have had so many turbos on one car with identical everything else (same motor, cams, manifold, etc..). Over the years, I've managed to shuffle all my turbos (about different 6 turbos + different A/R housings) into all 5 of my cars. That is over 60 turbo/motor/hsg combinations with nothing else changed except for the turbo. Over time, I have obtained so much info of the differences. Response, recovery, and ease of tuning (on the tuner's perspective).

Shodan's turbo was made to go way beyond a dyno graph. So unfortunately, such result can only be enjoyed by the owner of the car, and there is only so much that can be put into words. Great to see the OP 1158 gets a chance to feel the difference.

A video will help, of the car driving.. Kind of what I did quite a while ago with turbo/ITB/high compression, etc.... Many don't understand what I was trying to accomplish until they see the car drive
I really want to get a driving video of it, just haven't had the chance. A friend of mine has a good camera for that, but our schedules haven't lined up.

The guys at the shop where is was tuned were amazed at how quickly this thing spooled. I think when Shodan was telling me about the spool characteristics of this turbo he was on the conservative side.
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Old 10-24-2011, 05:31 PM   #24
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Default Re: TR3030R GSR, Thanks Shodan!

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I am probably one of the few guys who don't care much about spool times on a dyno graph... Whevener it comes to turbos with a specific purpose, the dyno can't illustrate those important characteristics. There are so many things that help spool on a dyno graph which will do the complete opposite on the streets or at a circuit.

I have had so many turbos on one car with identical everything else (same motor, cams, manifold, etc..). Over the years, I've managed to shuffle all my turbos (about different 6 turbos + different A/R housings) into all 5 of my cars. That is over 60 turbo/motor/hsg combinations with nothing else changed except for the turbo. Over time, I have obtained so much info of the differences. Response, recovery, and ease of tuning (on the tuner's perspective).

Shodan's turbo was made to go way beyond a dyno graph. So unfortunately, such result can only be enjoyed by the owner of the car, and there is only so much that can be put into words. Great to see the OP 1158 gets a chance to feel the difference.

A video will help, of the car driving.. Kind of what I did quite a while ago with turbo/ITB/high compression, etc.... Many don't understand what I was trying to accomplish until they see the car drive
what ever happened to that boost response ITB video you had? I can't find it anymore to save my life, it was a night time vid and you were racing some V8's if I recall on the highway. could you post it up if you still have it?
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Old 10-24-2011, 05:42 PM   #25
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Default Re: TR3030R GSR, Thanks Shodan!

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Originally Posted by Tony the Tiger View Post
I am probably one of the few guys who don't care much about spool times on a dyno graph... Whevener it comes to turbos with a specific purpose, the dyno can't illustrate those important characteristics. There are so many things that help spool on a dyno graph which will do the complete opposite on the streets or at a circuit.

I have had so many turbos on one car with identical everything else (same motor, cams, manifold, etc..). Over the years, I've managed to shuffle all my turbos (about different 6 turbos + different A/R housings) into all 5 of my cars. That is over 60 turbo/motor/hsg combinations with nothing else changed except for the turbo. Over time, I have obtained so much info of the differences. Response, recovery, and ease of tuning (on the tuner's perspective).

Shodan's turbo was made to go way beyond a dyno graph. So unfortunately, such result can only be enjoyed by the owner of the car, and there is only so much that can be put into words. Great to see the OP 1158 gets a chance to feel the difference.

A video will help, of the car driving.. Kind of what I did quite a while ago with turbo/ITB/high compression, etc.... Many don't understand what I was trying to accomplish until they see the car drive
Thanks Tony...

For 1158 and Muckman, I tried to be able to show an example of it on one of my own personal TA cars that I used over the years (DC2 ITR B-series, JDM conversion), to show as an example.
*81mm Bore X 87.2mm stroke - GE sleeved B18C1
*CP 9.7:1 Pistons /Eagle Rods
*Toda Racing Spec A camshafts
*Toda Racing Timing Belt
*Toda Racing Valvesprings /Retainers
*VRE 3.1" Full V-band exhaust w/ APex'i N1 Muffler
*TR3030R Turbo .63A/R T3 inlet 3" v-band outlet.
*Siemen Deka 850cc injector
*Apex'i POWER FC standalone
*Greddy Profec B SpecII with Remote Scramble option
*Clutchmaster FX450 Carbon Kevlar clutch
*NSX Brake calipers/blanks and Colbalt Friction GT Sport pads.


A quick view of the car


And a small shakedown test --- Please note, that in both videos, there was just not enough room to go WOT without putting others at risk, so I stayed at only about 60% and we were logging data at the same time.


Street test -- only 1.09BAR at 60%
http://www.youtube.com/watch?v=Lnc79S6K2wM

Highway test -- 1.16BAR at 60%
http://www.youtube.com/watch?v=5R5OjeTBRRE
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