If people can post their dyno charts of running the T3/T67, i want to see what kinda powerband people are getting with these things. i want to see if its an acutal useable power range, or just a peak number turbo.

if anyone can post, it would be appreciated. thanks.

 

anyone?

 

please...... i would like to see toooo

 

Don't have my sheet with me, but I made 433 WHP at 12 pounds on pump gas, but this is with a straight T67 so i'll se more lag than you would with a T3 exhaust side. Makes 12 pounds of boost by around 6300, and pulls like a raped ape to 9700. I drove an ITR with a T3/T67, and shifting at 9000 I found it had a very solid powerband.

 

wow , im hoping to be able to make some good use of it at like 8600-9000rpms. i dont wanna be going 9k all the time though unless i have to.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted92 &raquo;</TD></TR><TR><TD CLASS="quote">Makes 12 pounds of boost by around 6300, and pulls like a raped ape to 9700. I drove an ITR with a T3/T67, and shifting at 9000 I found it had a very solid powerband.</TD></TR></TABLE>

That's some serious RPMS.

 

hey pete,
heres one of our customers cars with the Big Kahuna t3/to4r(t3/t67) .82 a/r stg3

 

So are most people reaching full boost torward the upper 5000 or 6000k?

 

thanks Ken. even though thats over speed. i can assume its really picking up like said below at higher 5-6k range.
i have the stage 5 with 63 housing . you think that will be any better on spool time&gt;?

also maybe anyone have flow maps of this turbo

 

Wow that's a good deal of lag but I guess the turbo pushes alot of air, and that's w/ a t4 turbine. Is there a big difference w/ the t3 turbine? Maybe 500rpm? Either way, that's definetly a good deal of lag for a street driven car. Anyone have spool up times w/ the t3/t67? Thanks.

-Mike

 

that is a T3 above. the compressor is the T04R

 

also, heres a dsm customer of ours, T4 .58 p-trim 2.0L 8.5:1 579whp@29lbs


the .63 a/r stg5 should spool very similar to the .82 stg3, minimal differences.

 

Sorry I should have been more specific.. I'm interested more in the t3 .63 turbine housing, w/ a stage 5 wheel. I'm curious how much quicker it would spool versus the other person's t4 turbine. I don't plan to be revving the motor much past 9k, if at all, so a faster spooling turbo (~5.5k) would be nice. I'm also interested in the precision GT35 w/ the S housing. I'm curious how much of a difference the GT turbine wheel really makes. I "heard" inline picked up 15whp just w/ the swap from the sc61 to gt35e, but alot of the other details were left out.

-Mike

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote"> the .63 a/r stg5 should spool very similar to the .82 stg3, minimal differences.</TD></TR></TABLE>

Ok, that's what I was curious about. Thanks. It seems like a tough call between the t3/t67 and the gt35S.. I guess you can't really lose w/ either choice.

-Mike

 

gt35

 

Boosted-Hybrid's car @ 11 PSI on stock GSR motor with thicker HG, ARP studs, etc.

Only chart I could find on here.

 

mine is useable, ill have a dyno on the 22nd

 

ok cool. i couldnt find his charts. that dont look too bad at all. jsut wanna make sure its a useable power band and not just a 8k-9k revving turbo . lol.

 

Yeah Pete thats what I was wondering also. I'm now torn between the gt35s and the full race t3 turbo.

 

why dont you just run a smaller turbo with more boost. Or do you just want big numbers at low psi? Seems like you give up too much drivability goin with a huge turbo. I hate turbo lag when I am everyday driving.
just my opinion, no flame meant.

scott

 

He said before he's shooting for 600+ WHP, so I think a turbo of this size is justified. I've been daily driving my straight T67 car for a while now, and I don't find it too big at all.

 

The way I see it I don't think there's really a big difference between a turbo spooling at ~4k, or a turbo spooling at around ~5k on the street. On the street when I'm putzing around, I usually stay below 5k anyway, and I'm hardly flooring it all the time. A few psi of boost in the lower rpms is plenty for getting around town. My main complaint w/ the b series blocks is that they lack low end, especially in a heavier chassis. This is compared to daily driving a prelude. When I say lack low end, I mean &lt;3500rpms, and unless you get a turbo that's the size of your fist, it won't help that low in the rpms. A slightly higher displacement block should help the low end noticeably, much more than a smaller turbo would imo. A 50 trim t3/t4 might help slightly in the low/mid range of your powerband, but it'll run out of breathe up top.

Also, most people shooting to make 400+whp don't daily drive their cars. Because the daily driveability can go to **** depending on the clutch/turbo/suspension/etc., depending of course on how much a person can stand.

-Mike

 

yea i deff dont daily drive the car. the reason for going with a bigger turbo is to know i can make the numbers. i still wanna have it semi drivable to have fun though. my old turbo would maybe go 525 ish maybe a few more , few less. but deff not enuff for what i want. plus then i dont have to run the same amount of boost and stress the little turbo to make some decent power and run it out of its efficiency range. when i can run a bigger turbo and run it efficiently.

 

henrys setup

-FR stage 3 AC compatible kit
-T3/T67 .63 AR stage 5 wheel
- 81.5mm LS-Vtec
- stock GSR head
- 9:1 comp ratio
- 72lb injectors
- hondata

Pics of the Car

13-14 psi on 91 octane


boostfeds setup
-Stage 4 ProStreet kit
-84mm bore B16A 1.71 liter
-T4/T67

Pics of the car

27-28psi



geoff also has some plots of a t3/t67 on a f20c....i couldnt find them. fwiw, personally i run one of our t3/t67s on a 8.5:1 sr20de/t. i hit 1 bar a little after 4k

 

thats nice . your curve on the LSvtec is nice and smooth.
it guess it wont be as bad as i thought. maybe the extra displacement will help me .