What size turbo most beneficial for a JDM ITR 4.7 tranny?
03-25-2008, 06:20 PM
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What size turbo most beneficial for a JDM ITR 4.7 tranny?
Just like topic says. yes i did search but i found no turbo setups of guys using this tranny. I have this tranny and would rather not lost it. DD, 1/4 mile, etc.
03-25-2008, 06:22 PM
#2
Re: What size turbo most beneficial for a JDM ITR 4.7 tranny? (Dat1BVtecN)
its probably good for a really big turbo for faster spool.If u have a small turbo spool comes early like at 3k then with this tranny all you will do is just spin the tires..usually people run gsr with turbo.
03-25-2008, 06:37 PM
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Re: What size turbo most beneficial for a JDM ITR 4.7 tranny? (IT'S ME DAVID)
yes im aware people run gsr's and ls's bla bla, but i dont wanna get rid of mine tranny since i paid an *** load for it... so what size pros?
03-25-2008, 07:13 PM
#4
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Re: What size turbo most beneficial for a JDM ITR 4.7 tranny? (Dat1BVtecN)
I am currently using a usdm itr tranny with a 57 trim t3/t04e with pretty good luck and isn't bad for DD use. Regardless if you can put the power to the ground then you will see benefits with the 4.7. Definitely invest in a good suspension/tractionbar/tire setup. I ended up getting some drag radials mounted on a spare set of rims for track duty........
03-25-2008, 07:22 PM
#5
Are you using the 4.7 final drive for the same purpose as the NA crowd? Road racing, or some other purpose? You don't purchase turbo strictly based upon the final drive of the transmission, you have to have a purpose, before any educated opinions can be valid.
03-25-2008, 07:25 PM
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Re: (TheShodan)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan »</TD></TR><TR><TD CLASS="quote">Are you using the 4.7 final drive for the same purpose as the NA crowd? Road racing, or some other purpose? You don't purchase turbo strictly based upon the final drive of the transmission, you have to have a purpose, before any educated opinions can be valid.</TD></TR></TABLE>
I currently run this tranny in my car yes for road racing and daily driving. Thinking about going turbo and don't want to sell it cuz i paid a lil over 1200 for it...
I currently run this tranny in my car yes for road racing and daily driving. Thinking about going turbo and don't want to sell it cuz i paid a lil over 1200 for it...
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03-25-2008, 08:01 PM
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Re: What size turbo most beneficial for a JDM ITR 4.7 tranny? (Dat1BVtecN)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dat1BVtecN »</TD></TR><TR><TD CLASS="quote">thanks alot sloogsr, good build i see in your thread! anymore inputs?</TD></TR></TABLE>
Definitely consider whatever TheShodan recommends for you.....
I don't have a whole lot more input..... I have no experience with any other turbo setups since this was my first build. You really have to weigh in what sort of powerband you want. Would you want a turbo that peaks real suddenly? Or something with a more linear powerband? What power level are you shooting for? Maybe even look at the 28rs or something similar..... Im sure TheShodan would have an even better recommendation once you clarify what you are looking for a lil better.
Definitely consider whatever TheShodan recommends for you.....
I don't have a whole lot more input..... I have no experience with any other turbo setups since this was my first build. You really have to weigh in what sort of powerband you want. Would you want a turbo that peaks real suddenly? Or something with a more linear powerband? What power level are you shooting for? Maybe even look at the 28rs or something similar..... Im sure TheShodan would have an even better recommendation once you clarify what you are looking for a lil better.
03-25-2008, 08:05 PM
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Re: What size turbo most beneficial for a JDM ITR 4.7 tranny? (slooogsr)
ok... aiming for 300-350 whp... gonna be daily driver/weekend warrior/with the occasional 1/4 mile runs here and there
03-25-2008, 08:50 PM
#10
Man U FTW
I would just snag a 57 trim or variant of it (like the GT3255e that TheShodan sells) and run with it...there's no reason to beat a dead horse in this thread. Any turbo that works for an ITR would easily do the trick in this case.
03-25-2008, 10:39 PM
#11
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Re: (Schister66)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Schister66 »</TD></TR><TR><TD CLASS="quote">I would just snag a 57 trim or variant of it (like the GT3255e that TheShodan sells) and run with it...there's no reason to beat a dead horse in this thread. Any turbo that works for an ITR would easily do the trick in this case. </TD></TR></TABLE>
Agreed.......
Agreed.......
03-26-2008, 11:26 AM
#13
Re: (Dat1BVtecN)
As one that currently has sort of a "Frankenstein" transmission setup, and based upon the HP level and use that you've stated, I would say that something no larger than the GT3255B or GT3255E for journal bearing, GT2871R or GT3076R (at the largest), or the S256 (with the smaller exhaust wheel), would work ok. When road racing, the purpose of the higher final drive is to keep the engine within a proper powerband in a linear and transient-response perspective. With either NA or FI, when the engine is kept in its proper powerband longer ("longer"not meaning the duration of time, but rather a range of rpm), you effectively create a torque-multiplier without a need to increase boost pressure, which could cause some laggy after-effects. I use in my Road race Honda, orginally an LS transmission (like you, i didn't want to waste money), with a 4.785 final drive and 1st gear, GS-R 3rd gear, and kept the LS 5th gear, using an HKS GT3037 (this is NOT the same as the GT3076R, but close) and only have about 350whp, but people with larger hp ranges still have difficulty keeping up with me in the upper band, because I'm staying within the best part of the powerband more quickly with each shift. So what happens is they don't believe I'm only at 350. They think I'm 400whp or more.
The only drawback as you well know already is that top MPH may be reached more quickly as a result, but it is minimal..
I personally like higher ratio'd final drives (within reason, of course), to make a street/road race car that much more enjoyable, without having to worry about raising boost , and still keeping a great torque-multiplier.
The only drawback as you well know already is that top MPH may be reached more quickly as a result, but it is minimal..
I personally like higher ratio'd final drives (within reason, of course), to make a street/road race car that much more enjoyable, without having to worry about raising boost , and still keeping a great torque-multiplier.
03-26-2008, 11:48 AM
#15
Man U FTW
Re: (Dat1BVtecN)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dat1BVtecN »</TD></TR><TR><TD CLASS="quote">damn guy, everything so proper.... well i dont think anyone could have sum it up quite like u did... thanks for everything! 
</TD></TR></TABLE>
TheShodan has a lot of good info to offer. He also has turbos for sale that are as good as he claims. After running a GT3255b built by TheShodan, i would highly recommend him and his products to anyone. Check out the GT3255 series...its probably right up your alley
</TD></TR></TABLE>TheShodan has a lot of good info to offer. He also has turbos for sale that are as good as he claims. After running a GT3255b built by TheShodan, i would highly recommend him and his products to anyone. Check out the GT3255 series...its probably right up your alley
03-26-2008, 10:00 PM
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Re: (Dat1BVtecN)
28rs or gt2871r depending on how much power you want
325whp or less 28rs, up to 400whp 2871r
for road racing i think i would definately get a BB turbo
325whp or less 28rs, up to 400whp 2871r
for road racing i think i would definately get a BB turbo
03-28-2008, 07:44 AM
#19
Re: (TheShodan)
"TheShodan" what's the difference in your turbos compared to other garrett turbos, turbonetics etc. I see alot of rave reviews about your turbochargers making good power, anything special you do? Also does this turbo come in different A/R's on the hot side? Sorry my computer won't let me send you a instant message back.
03-28-2008, 10:49 AM
#20
Re: (GEN2 LS)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GEN2 LS »</TD></TR><TR><TD CLASS="quote">"TheShodan" what's the difference in your turbos compared to other garrett turbos, turbonetics etc. I see alot of rave reviews about your turbochargers making good power, anything special you do? Also does this turbo come in different A/R's on the hot side? Sorry my computer won't let me send you a instant message back.</TD></TR></TABLE>
Honestly, I'm not some "magician". Like anyone with experience, I understand physics and rotary dynamics in a way that assists in determining what particular needs an engine and application require. It's really a matter of utilizing the right combination of parts to get a desired result. I also have access to some part numbers, hardware, and other amenities (like the coatings) that either some of the bigger guys don't like to put together (which I can understand for cost reasons), or hadn't thought of before. Or, they simply don't believe that they can use that combination as a cash cow to sell the most units.
I use both Garrett & Borg-Warner parts, and many times, full pre-assembled units. (Precision is under contract to use Garrett hardware only, but create their own turbo housings) but I make sure that not only does it work for that application, I look at the needs of the person(s) purchasing it, for now, and the long run. Perhaps that's why we don't sell turbos on the same scale as the bigger guys, because we are design specialists, not just turbo sellers. There are hybrids that use both Garrett & Borg-Warner parts, but one must be responsible in ensuring that not only does the combination work efficiently, and effectively, but can withstand the test of time, so that in case something happens, and you must replace/repair, you're not left without a parachute in terms of availability of parts or service in case your original dealer falls off the earth. This can be a mixed blessing because sometimes, people get rather impatient when it comes to filling special orders, or that its not as "competitively priced" like a basket full of vendors all over the web.
At the same time, we look at the entire profile of both the car and the driver, before we help them make a responsible decision. There are a TON of choices out there, and for many, in fact, too many choices. Often, many people's needs are similar, but that's no reason to simply spout off an application for no reason. (Even though we're all guilty of it sometimes
).
This mode of thinking is also the reason why sometimes I don't even address "which turbo is best", like you all have seen on this forum for each noobie that comes on here. No one turbo can do it all, but there is more than likely one that can do 2 out of the 3 things you're looking for. That's the one you pick. When you're more honest to yourself about what you're looking for, people are more willing to help, and you will be happier for it, because it will be just what you expected.
For example, if someone asks me about what turbo to use for (NAME YOUR APPICATION), I don't look at it one-dimensionally , (i.e. POWER OUTPUT), because we all know that we KNOW what we want, just not the best way to get it. With a multi-layered approach, including using available emphirical data (graphs, dynos, feedback, etc), you and the dealer/designer can make a more informed decision. even if it is repeated with the same turbo. That choice can also be applied as a test bench for newer and "different" applications.
Sorry for the preaching, but I know some have always wanted to understand my philosophy about why I do things, the way I do things...
Modified by TheShodan at 11:55 AM 3/28/2008
Honestly, I'm not some "magician". Like anyone with experience, I understand physics and rotary dynamics in a way that assists in determining what particular needs an engine and application require. It's really a matter of utilizing the right combination of parts to get a desired result. I also have access to some part numbers, hardware, and other amenities (like the coatings) that either some of the bigger guys don't like to put together (which I can understand for cost reasons), or hadn't thought of before. Or, they simply don't believe that they can use that combination as a cash cow to sell the most units.
I use both Garrett & Borg-Warner parts, and many times, full pre-assembled units. (Precision is under contract to use Garrett hardware only, but create their own turbo housings) but I make sure that not only does it work for that application, I look at the needs of the person(s) purchasing it, for now, and the long run. Perhaps that's why we don't sell turbos on the same scale as the bigger guys, because we are design specialists, not just turbo sellers. There are hybrids that use both Garrett & Borg-Warner parts, but one must be responsible in ensuring that not only does the combination work efficiently, and effectively, but can withstand the test of time, so that in case something happens, and you must replace/repair, you're not left without a parachute in terms of availability of parts or service in case your original dealer falls off the earth. This can be a mixed blessing because sometimes, people get rather impatient when it comes to filling special orders, or that its not as "competitively priced" like a basket full of vendors all over the web.
At the same time, we look at the entire profile of both the car and the driver, before we help them make a responsible decision. There are a TON of choices out there, and for many, in fact, too many choices. Often, many people's needs are similar, but that's no reason to simply spout off an application for no reason. (Even though we're all guilty of it sometimes
).This mode of thinking is also the reason why sometimes I don't even address "which turbo is best", like you all have seen on this forum for each noobie that comes on here. No one turbo can do it all, but there is more than likely one that can do 2 out of the 3 things you're looking for. That's the one you pick. When you're more honest to yourself about what you're looking for, people are more willing to help, and you will be happier for it, because it will be just what you expected.
For example, if someone asks me about what turbo to use for (NAME YOUR APPICATION), I don't look at it one-dimensionally , (i.e. POWER OUTPUT), because we all know that we KNOW what we want, just not the best way to get it. With a multi-layered approach, including using available emphirical data (graphs, dynos, feedback, etc), you and the dealer/designer can make a more informed decision. even if it is repeated with the same turbo. That choice can also be applied as a test bench for newer and "different" applications.
Sorry for the preaching, but I know some have always wanted to understand my philosophy about why I do things, the way I do things...
Modified by TheShodan at 11:55 AM 3/28/2008
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