hey I'm building a H22a my goal is 500whp on 93 or e85 my limiting factor is the garret 60 trim 63ar sleeved motor cp pistons stage 3 intake manifold skunk 2 70mm tb 1000c injectors stock cam upgrades valvetrain port and polish head I was wondering if u could hit 500hp maxing the turbo on a kill map of some sort

 

i think on e85 your injectors might be a bit small- e85 uses approx. 30% more fuel than dinosaur based fuel. I know there are conversion formulas, but i think you might be asking for a lot out of those... unless your fuel pressure is much higher than stock.

 

You can hit 500whp with the 1000cc's on 92 or 93 but the duty cycle will be 80%+, but its not possible with e85, if e85, 1000cc too small. measure the compressor wheel and exhaust wheel inducer/exducer of your turbo and report back.

Please use punctuation, it makes it a lot easier to read what you're saying.

 

You can get 500whp on 1000's and e85 no problem, I maxed them out at 650whp before I jumped to 2000's. Base fuel pressure was set really high to get to 650 but 500 should be no problem.

 

As far as specs are listen below just rebuilt with a 360 thrust bearing if that helps
2. GARRETT T3/TO4E 60 TRIM W/ .63 A/R TURBINE

COMPRESSOR SPECS: flow: 53 lbs/min 678cfm, .60 A/R HOUSING, 60 TRIM WHEEL

TURBINE SPECS: .63 A/R HOUSING, STAGE 3 WHEEL

 

You won't reach 500whp with that turbocharger.

 

U sure not even if I port the exhaust housing on the turbo , just need ideas to help me reach my goal on this turbo

 

Porting the turbine housing won't assist in producing power, just smoothing exhaust turbulence. That's it..

And If I weren't sure, I wouldn't have stated it.

*Edit 1.16.17.*

My older ported turbine housing for the HKS GT30307 I used to own.

 

Well I hope I can strike 5s, going to port head and do iab/egr delete and chop the IM up, did u have this turbo what was max boost on it ?

 

why are you so stuck on 500+? bragging rights? have u ridden in a 400+ honda?

IMO i would be more worried about how it feels/ putting that much power to the ground then some arbitrary number

 

Got some drag radials to hook and boost by gear.not worried about that 500hp was the goal set in mind and the goal I'm pursuing

 

The Shodan is a turbo expert and industry specialist, so his comments are based on both in-depth knowledge and personal experience on his own and customer's cars.

If you decide to keep this turbo, run it and max it out at ~450whp as it will still deliver a fun driving experience. If you decide to upgrade and want to keep a budget approach, look at the Borg Warner S200 family and specifically the S257 SX-E. There are many Garrett GT(X)-series options you can also look at, as well as a Holset HX35 with conventional T3 housing.

AGP sells the S257 SX-E with a variety of housings to suit your manifold and downpipe designs.

 

I'll just say this, each setup is capable of making all kinds of different power ranges on the same turbo. I personally have made 480whp on a Garrett 57 trim, I have personally seen over 1000 whp out of a 6266 which is rated at 800. Others may make less, you really can't specify maxes until you try them on your specific setup.

 

No, That turbocharger has the same amount of airflow compressed capability to make the same power, anywhere, the difference is the math used to calculate that power and what's taken into account. (Barometric Pressure, temperature, altitude, humidity, intake air temp outside of ambient, etc) Most of the time that's dyno related, but LoCash like to keep theirs pretty consistent, because of their math, and the fact that their altitude is heavily oxygenated.

I can change the parameters on a dyno in 3 clicks and make something from 480whp to 550whp.. Doesn't mean it's true.

Does the power number matter? No, not really, at least not for this person's purpose. But you can't beat the laws of physics, you can only change the mathematical equations that come up with that "power" number, which is derived from torque, anyway.

 

I agree, you can manipulate a dyno to change things around for the sake of making numbers look good. However I have put turbochargers on my motor and have made for example 900 and seen the exact same turbo pulled from my car and put on Joe's car on the same dyno with the same conditions make 100 plus more than mine.

For simple reasons such as compression ratio, cam selection, intake and exhaust manifold designs, I'm sure if I took my 6870 off my car today and put it on Joe's car it would make more then mine with no dyno manipulation or condition changes.

Garrett tends to underrate the amount of power potential their turbos can produce. The point is depending on the part selection used you can make more power with the same exact turbo then someone who uses junk parts which is why I think the possibility of making 500whp on a 60 trim is possible. I have used that exact turbo, along with the 57trim, 60-1, the 61mm , 62mm and 67mm. I have tried a ton of Garrett turbos, with almost every exhaust housing, compressor cover, different billet wheel designs the new version 6466.

I like Garrett they make good power and do very well and even though I have moved on to Precision for power reasons I still recommend Garrett turbos.