Build b18c ITR head, ITR cams, victor x intake

81mm flat top pistons
eagle rods
Go-Autoworks Pro kit ramhorn, turbonetics 6162 .85ar turbine side
VP 113 race fuel
full 3inch downpipe and 3 inch piping back

Im at a loss here when it comes to determining why this turbo isn't making more power at the boost level I am at... 30-32psi

I made 547whp 380 tq dynojet corrected in decent weather... 80-90 intake temps..

In this graph it is in DYNOCOM #... You will notice lower tq pull which is 26-28ish psi pull ... now the other 2 pulls are at 30-32 psi

Now it has been tuned professionally by d3 in Houston... Timing is around 15-17 around peak tq and after lil past 20deg

 

whats your IATS

 

During these pulls 85-90. With about a 70 or so ambient

Now on the street it's a bit different. With 40-50 ambient I can do a 1-5 rip and I'll see around 120 iat

I'm hoping to get answers here without throwing parts at the car. the motor has great compression and leak down numbers.

Not many people use this turbo so I really can't find good comparisons. I'm looking to make 600-700

 

The 62 turbine wheel is restrictive. I'll bet you've got high exhaust back pressure when calling for that level of boost pressure

 

Yeah that's what's I had thought. I asked turbonetics and you in the past about this issue.

I had prev ran a .63 ar turbine housing and at the same boost level made 530. So I bought the .85ar and this was the result.

Now what turbo would get me where I want to be ? Precision 6266?

 

Make sure you don't have boost leaks triple check everything but yeah the 6266 will allow higher pressure ratios. Go with the .82 housing if it's t3. We made over 800 with a gen1 journal Bearing

 

I've checked for boost leaks before. Didn't notice anything And I logged boost during these pulls and it builds and holds steady throughout the whole pull.

I will double check again to be absolutely sure. I just don't think the turbonetics turbos are remotely close in flow compared to the newer technology precision. Even tho the wheels are very similar in size.

Thanks for the insight. I just hate throwing parts at a car blindly.

Now I don't think this would be an issue but I run a tial mvr44 with 8-9lb spring with a 3 port Mac solenoid. I have no issues building 30-32 psi. But everything I've read states 2x Spring Could this be an issue?

 

No, the 2x spring ''rule'' is for improperly tuned boost control.
I have no trouble using an 8lb spring with a 3 port Mac solenoid to 30+psi, so I know it works with the right engine management programming and or software.

 

im not 100% sure its maxed. ive seen higher iats. iats would be hotter. hell ive been in the 140s before

 

Well I'm at a loss. On this. Now I don't have the intake temp sensor in the manifold because it would heat soak too bad it's located in the charge pipe right before throttle body

So it runs a tiny bit cooler

 

i shouldve specified. ive been in the 140s reading from the manifold. crusing, here and there doin a gear pull on a 90 plus day. my last dyno on the tga 5857 after back to back pulls, i got to 150, then we took a break. last time i read my IATS on the tga 6157 it was in the 120 range after back to back pulls on steamy day.

all read from the manifold

 

Well with the heat as an index of pushing a turbo past its effiency. Wouldn't that just mean my compressor side is good size just turbine size is my choke point?

 

Temp sensor in the charge pipe is much better than in the heat soaked manifold. You get a more accurate reading. If the compressor is out of efficiency range or the intercooler isn't doing its job you'll see a spike in temps. Generally with it in the charge pipe you'll see an average of ten degrees above ambient with normal driving and a slight rise or slight drop when boosting provided the turbo is within its range.

 

Make sure your intercooler is sized to support the flow of the turbo, that it isn't restricting flow and limiting hp.

What does Turbonetics rate that specific 61mm compressor wheel to ?

 

Think I may have found something of interest this is 2014 catalog. Turbine wheel is f1-62

 

I just don't think the turbonetics turbos are remotely close in flow compared to the newer technology precision.

 

This is the intercooler that came with my kit

It's quite difficult to find flow rate and flow map. Turbonetics didn't want to divulge that type of information to me.

But the wheel is a billet compressor wheel 61mm

Turbonetics 6162

Hp-61. Inducer-2.418 major-3.228
F1-62. Exducer- 2.441. Major- 2.795

 

The F1 62mm turbine wheel is an evolution of the old T350 Garrett turbine if I'm not mistaken and the early Precision 6262 units made use of this same 62mm turbine.

The Shodan is the authority on this however, and I may be wrong...

If its the billet "HPC" version then Turbonetics rate it at 650 hp, so you should still be able to eek out a bit more power than where you currently at.

I agree with some of the posts above, it sounds like you losing airflow somewhere.
Look for boost/manifold/wastegate/BOV leaks and remove those as a possibility. Don't forget to make sure your injector seals are properly seated too.

 

The shodan did agree with what you are saying. He thinks it is capable of more. And the wheel is the hpc billet.

 

The 62 turbine starts getting restrictive at higher pressure ratios. For example going from a 6262 to a 6266 you'll pickup 40-50whp at the same boost levels just because of the turbine flow and then the 66 turbine allows up to around 950-1000hp at which point in sure exhaust back pressure starts getting higher than desirable levels

 

I just want someone out there to show me this turbonetics will perform better then I've been able to

I can't find anyone using it

 

dont know bout the 6162, but the next episode garage civic made bout 630 on the 6165, on race gas

 

The 65 flows a little better than the 62 but not much. Still won't flow like a PTE 66 turbine

Turbonetics been out the game a loooooong time since like 2002. They just don't make power like a PTE Borg Forced Performance turbocharger

 

Well that right there kinda proves the point. If we are comparing dyno jet numbers my 550 to that 630 .. That 6165 should be making more comparatively to a pte 6266

Now there's a reason not many people run these turbos

I'm just going to bite the bullet and go with my gut and what everyone is saying. Swapping turbos is my next thing

 

The 6165 won't make close to a 6266. The 66 wheel flows way more then the 65 wheel. The 65 wheel isn't much better than the 62.

The pte 6266 works we made 707/444 @ 19 psi with a gen1 6266 .82 t3.

Better flowing turbines max out the compressor at lower pressure ratios also